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AMKRiCAN  SOCIETY  OF  CIVIL  ENGINEERS. 


THE  CANADIAN  PACIFIC  RAILWAY. 


Address  at  the  Annual  Convention   at   Milwaukee, 
Wisconsin,  June  '28,   i888, 

By  THOMAS  C.  KEEPER,  President  Am.  See.  C.  E. 


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PLATE    1 

TRANS. AM   SOC.CIV.ENORS 

VOL. XIX    N^  39^ 
KEEPER   ON  CANADIAN 
PACIFIC     RAILWAY 


AI LWAY. 


ViX'Sidonl"  tff  the .^Irnvricnn  Soei'ebv  of 
Cirri  Knifiiieers  tt^  Ht*fir  fonvtyiitiott 
in  .^HUvciiikee^  ,Titne  iSBH.         .  _ 

J.E.wiNq  i|«i. 


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AMERICAN  SOCIETY  OF  CIVIL  ENGINEERS. 


INSTITUTED    \8B2. 


Note.— This  Society  is  not  reHponHil)le,  as  a  body,  for  tUe  facts  and  opinions  advanced 

iu  auy  (if  its  publications. 


394. 

(Vol.  XIX.— Au^'iist,  1888.) 


THE  CAjSTADIAK  PACIFIC  E AIL  WAY. 


Address  at  the  Annual  Convention  at  Milwaukee,  Wisconsin, 

June  28th,  1888. 


By  TnOiHAs  C.  Keefer,  President  Am.  Soc.  C,  E. 


In  (liHi'harging  one  of  the  duties  of  tlic^  office  to  which  I  have  been 
elected,  I  must  first  express  to  the  Society  at  large  my  grateful  .sense 
of  the  high  honor  conferred  upon  a  Canadian  by  American  engineers 
—and  secondly,  my  unfeigned  regret  that  (engagements  (entered  into 
before  my  nomination)  compel  me  to  forego  ihe  prolit  and  pleasure  of 
meeting  you  in  Convention,  in  a  year  wlum  above  all  others  it  would 
have  been  both  my  duty  and  desire  to  have  done  so. 

In  selecting  the  subject  for  my  a<ldre.ss,  I  have  chosen  the  ''Can- 
adian Pachto  lUiiiWAY,"  the  most  recent,  and  the  most  extensive 
enterprise  in  a  country  which,  in  railway  mileage  pei;  capita,  is  second 
only  to  the  United  States.  It  i.s  not  only  the  most  important  road  in 
Canada,  but  it  has  eliaraeteristics  which  distinguish  it  from  many  other 
railways. 

First. — It  connects  the  Atlantic  with  the  Pacific  Ocean  under  one 
ownership,  and  upon  the  shortest  Atuerican  route  between  Europe  and 
Asia. 


5n 


ADDRESS   OF    PltESIDENT  TIIOMAkS   C.    KEEPER. 


•3^ 

■■Tl  :'■- 


■SI*-. 


Second. — As  the  single  transcontiueutal  line  for  a  country  nearly  as 
large  as  the  United  Statos,  it  possesses  the  largest  area  tributary  to  it 
of  auy  of  the  trunk  lines. 

Third. — No  other  transcontinental  road  is  so  lightly  burdened  with 
interest-bearing  securities.  The  whole  cliarge  upon  2  .^00  miles  of  road 
is  $35  000  000  five  per  cent,  mortgage  bonds,  ^li  000  bonds  per  mile, 
or  §700  por  mile  per  annum. 

Fourth. — As  the  most  recent  overland  road,  it  possesses  the  most 
modern  equipment  and.  the  smallest  scrap  heap. 


When  the  mainland  provinces  of  Eastern  Canada  (all  of  which,  expept 
the  great  lake-indonted  one,  Ontario,  bordered  on  AtJautvo  tidewater), 
became  united  in  18G7  as  the  Dominioxi  of  Canada,  the  Federal  Goveru- 
nient  took  steps  to  acquire  the  vast  territories  between  the  liocky  Moun- 
tains and  the  v.atershod  of  Lake  Superior,  over  which  the  Hudsons 
Bay  Company  exercised  [  irisdiction — and  in  which  they  claimed  owner- 
ship. Canada  refused  to  recognize  the  Company  as  possesning  anything 
more  than  the  right  to  trade  in  lUipert's  Land,  the  watershed  of  Hud- 
sou's  Bay,  and  invoked  the  aid  of  the  Imperial  Government.  The  Com- 
pany was  disposed  of  by  a  cash  jjaynient  of  81  .'jOO  000,  the  retention  of 
their  occupied  posts,  and  five  per  cent,  of  all  lands,  lying  between  the 
lied  Biver  Valley  on  the  ea^t  and  the  Kocky  Mountains  on  the  w<  st, 
and  extending  as  far  north  as  the  Great  Sa.skatchewan,  which  may  iKi 
8ur\'eyeil  inco  townahipa  before  the  year  l'J20.  Over  70  000  000  of 
acres  have  already  been  surveyed,  the  Company's  share  of  which  is 
3  500  000  acres,  out  of  whuth  they  have  soM  470  000.  The  Company 
pays  for  tliu  survey  of  their  lands  at  the  rate  of  eight  cents  per  acre 

This  purchase  carried  the  Dominion  of  Canada  to  a  line  marked  by 
the  summit  of  th(^  Kocky  Mountains — between  the  49th  and  the  54th 
])aiallel,  thence  on  the  r20th  meridian  to  the  GOtii  parallel — which  lints 
form  the  ea.stern  Ixmndary  of  the  Pacif  s  Province,  British.  Columbia. 
The  60th  parallel  is  the  northern  lioundary  of  liritish  Columbia,  north 
of  whicli  the  Dominion  was  extended  westward  to  Ihe  14l8t  meridian 
west  of  (ireenwich,  which  is  the  eastern  boundary  of  Alaska  in  that 
latitude.     This  was  one  of  the  largest  real  estite  transactions  on  record. 

In  1871,  British  Columbia  entered  the  Union,  thus  extending  the 

•Dominion  of  Canada  to  the  Pacitic  Ocean.  The  princi]).il  conditicMi  of  this 

union  was  that  tlie  Dominion  should  within  ten  yews,  connect,  by  rail, 


PLATE  II. 

TRANS.  AM.  SOC.  CIV.  ENC'RS. 

VOL.  XIX.     No.  aO'i. 

KEEPER  ON  THE 

CANADIAN  PACinC  RAILWAY. 


C» 


CO 


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THE   CANADIAN   PACIFIC    RAILWAY. 


57 


I 


till!  seaboard  of  British  Columbia  with  the  railway  system  of  C.inada, 
construction  to  commeuco  at  th  >  Pacific  Ooast  in  1873.  Surveys  were 
immediately  commenced  and  prosecuted  for  about  nine  years,  but  the 
work  of  construction  was  not  bogun  until  1875,  and  then  not  at  the 
Pacific  Coast  but  at  the  Ijake  Superior  end.  Work  was  not  com- 
meuce.l  at  the  Coast  until  1871).  Some  of  the  delay  is  accounted  for 
by  the  fact  tbat  the  records  of  the  first  threa  years'  surveys  were  de- 
stroyed by  fire  in  Ottawa  early  in  1874. 

The  Parliament  of  Canada  had  decided  in  1872  that  the  road  should 
be  constructed  and  oper.ited  by  a  priv.ite  cor[)oration  subsidized  by  the 
Government,  and  a  contract  was  arranged  ia  that  year  with  the  late  Sir 
Hugh  Allan  for  its  construction  within  ten  years,  and  its  operation 
for  a  similar  period,  on  the  basis  of  a  subsidy  of  $'iO  OUO  OJO  cash 
and  50  000  000  acres  of  land.  Sir  Hugh  controlled  a  transatlantic 
steamship  line  and  desired  the  railway  for  inland  connection.  This 
excited  powerful  antagonism,  and  his  project  was  so  discredited  in  the 
money  market  that  he  failed  to  form  his  Company.  The  Government 
also  was  defeated  on  a  (pxestion  arising  out  of  this  contract  and  retired. 
The  new  Government  was  bound  to  carry  out  the  agreeuient  with 
British  Columbia,  but  not  feeling  responsible  for  its  details  did  not 
regard  time  as  the  essence  of  the  contract,  and  considered  it  an 
uupossible  one  in  that  respect,  especially  after  the  failure  of  Sir  Hugh 
Allan.  It  was  determined,  therefon',  in  1874,  to  ])roceed  with  it  as  a 
public  work,  and  construction  was  commenced  betwe->u  Lake  Superior 
and  the  prairie  region  in  the  following  year.  The  Government  of  1874 
was  defeated  in  1878,  their  opponents  returning  to  power,  who  after 
continuing  the  construction  as  a  public  work  until  1880,  reverted  to 
their  original  i)olicy  of  construction  by  a  private  comi)any.  The  terms 
of  the  contract  with  tho  prosent  company  were: 

jPV/.s/.— $25  000  000  cash  and  25  000  000  acres  of  s'lected  lands  in  the 
Fertile  Belt,  in  addition  to  the  right  of  way  for  track  and  stations,  shops, 
docks  and  wharves,  on  or  through  public  property 

Second. — Free  import  of  all  steel  rails  and  1.  nings,  fence  and 
bridge  material  in  wood  or  iron  for  original  coustrucujn,  and  telegraph 
wire  and  instruments  for  first  ocpiipment. 

Third. — The  Government  sections  under  contract — about  seven  hun- 
dred miles — to  be  completed,  with  stations  and  water  service,  but  with- 
out rolling  stook,  and  handed  over  to  the  Company  on  the  completion 


68 


ADDRESS  OF   PRESIDENT  THOMAS    C.   KEEPER. 


of  their  contract  as  a  free  gift.  (Tlie  cost  of  these  has  exceeded 
S30  000  000.) 

Fourth. — Perpetual  exemption  from  taxation  by  the  Federal  Govern- 
ment or  by  any  Province  to  be  created  by  it,  as  well  as  by  any  municipal 
corporation  of  the  latter,  on  all  property  used  for  the  construction  and 
working  of  the  railway  and  upon  their  capital  stock.  Also  similar 
exemption  fcr  the  Company's  land  grant  for  a  period  of  twenty  years, 
unless  sold  or  occupied. 

Fif/h.—'No  line  to  be  chartered  south  of  the  railway  for  a  period  of 
+  vventy  years,  either  by  the  Dominion  or  by  any  Province  to  be  created 
by  it,  except  for  a  direction  southwest  or  west  of  southwest. 

The  Company  cu.--racted  to  buil  about  2  000  miles  of  railway,  and 
to  work  the  transcontinental  line  for  ten  years  after  completion— the 
standard  to  be  that  of  the  Union  Pacific  Railway  as  it  was  in  1873. 
Liberal  as  the  terms  agreed  upon  appear,  the  sequel  proved  that  they 
were  none  too  much  so.  The  capital  stock  was  fixed  at  .§100  000  000,  and 
it  was  expected  that  land  sales,  or  the  security  of  the  land  grant,  would 
make  up  any  additional  amount  required  and  enable  the  Company  to 
complete  the  road  without  mortgaging  it.  The  lands  could  not  be  sold 
while  Government  lands  alongside  them  were  being  given  away;  and 
land  grant  bonds,  although  received  at  par  for  Company's  lands,  could 
ni>t  for  the  same  reason  be  negotiated  to  any  considerable  extent.  In 
the  autumn  of  1883,  $65  000  000  of  the  capital  stock  had  been  sold,  and 
nearly  all  the  proceeds  expended  in  construction.  The  road  was 
assailed  at  home  and  abroad  by  opponents  of  the  Government  and  by 
rival  interests,  and  such  distrust  created  that  the  remainder  of  the  stock 
could  not  be  sold  to  realize  the  amount  necessary  to  complete  the  Avork 
in  hand.  The  Company  then  decided  to  support  their  stock  l)y  pur- 
chasing from  the  Dominion  Government  a  guarantee  of  three  per  cent, 
per  annum  for  ten  years,  for  the  $0.5  000  000  of  stock  already  sold, 
making  similar  provision  for  the  $35  000  000  imsold.  The  cost  of  this 
terminable  annuity  was  $16  091 152,  calculated  at  four  per  cent.,  to  meet 
twenty  semi-annual  i)ayment8  of  one  and  a  half  per  cent.  each.  Of 
this  amount  $8  71U  240  was  paid  in  cash  and  security  was  given  for  the 
early  payment  of  the  remainder,  but  the  success  of  this  bold  financial 
policy  was  defeated  by  the  eft'ect  on  the  money  market  at  this  time  of 
the  crisis  which  occurred  in  the  afi'airs  of  the  Northern  Pacific  Hailway. 
The  stock,  with  the  Government  guarantee  for  so  short  a  term  of  years,. 


THE    CANADIAN   PACIFIC    RAILWAY. 


69 


could  not  be  sold  at  an  adequate  price,  and  the  Company,  early  iu  1884, 
was  obliged  to  apply  to  the  Domiuiou  Government  for  a  loan  of 
$22  500  000,  This  amount,  added  to  the  balance  due  upon  the  annuity 
l)urchase,  made  a  total  loan  of  §29  880  000,  to  secure  which  the  Govern- 
ment took  a  lieu  upon  the  entire  property  of  the  Company. 

In  order  to  obtain  fec^ders  and  distributors  for  the  transcontinental 
line,  the  Comiiany  had  commenced  the  construction  and  acquisition  of 
a  railway  system  in  Ontario  and  Quebec,  and  branch  lines  in  Manitoba, 
with  a  total  mileage  as  great  as  their  contract  line,  their  entire  interest 
in  which  was  transferred  to  the  Government,  as  well  as  their  unsold 
stock  and  their  land  grant,  as  security  for  this  loan. 

In  consideration  of  this  loan,  the  Company  agreed  to  complete  the 
transcontinental  line  by  May  1st,  1886,  five  years  in  advance  of  the  time 
fixed  by  the  contract. 

Railway  construction  at  the  rate  of  nearly  five  hundred  miles  per 
a,unum  rapidly  exhaiisted  the  loan,  and  the  first  lien  of  the  Government 
over  all  their  property  effectually  barred  the  sale  of  their  stock.  They 
found  it  necessary,  therefore,  in  1885,  to  ask  that  the  $35  000  000  of  un- 
sold stock  in  the  hands  of  the  Government  be  cancelled,  and  an  equal 
amount  of  five  per  cent,  first  mortgage  bonds  be  issued  and  held  by  the 
Government  as  security  for  the  loan,  the  mortgage  to  cover  the  same 
security  as  the  loan.  The  thirty  millions  loan  was  payable  May  1st, 
1891,  with  four  per  cent,  interest.  The  Government  agreed  to  accept 
$20  000  000  of  the  first  mortgage  bonds  as  security  for  so  much  of  this 
debt,  and  the  security  of  the  whole  unsold  lands  of  the  Company  (over 
20  000  000  acres),  for  the  balance  of  $9  980  000.  Of  the  .S15  000  000  bonds 
remaining,  the  Company  deposited  with  the  Government  $8  000  000  as 
security  for  a  temporary  loan  of  $5  000  000,  and  negotiated  the  remain- 
der, paying  back  the  temporary  loan  within  a  few  months,  and  thus  re- 
leasing $8  000  000  of  bonds. 

Events  took  a  turn  favorable  to  the  Company  at  last  in  1885.  The 
road  had  been  so  far  completed,  that  early  in  that  year,  and  while  navi- 
gation was  closed  on  the  Great  Lakes,  a  military  expedition  was  sent 
around  the  north  shore  of  Lake  Superior,  where  there  never  had  been  a 
trail  before,  to  put  down  rebellion  in  the  Northwest  Territories.  In 
November  of  tliat  year  the  last  s\nke  was  driven  in  British  Columbia  on 
a  track  laid  from  ocean  to  ocean.  Moreover,  the  opposition  of  stock 
jobbers  and  rivals  subsided,  when  il  was  seen  that  the  Government  of 


60 


ADDRESS   OF   PRESIDENT  THO.UAS   C.   KEEPER. 


Caniida  were  determined  to  sustain  the  railway  at  all  hazards.  Politi- 
cally, the  existence  of  the  Government  depended  upon  its  completion, 
but  the  higher  consideration  was,  that  the  expenditure  was  so  vast  and 
ramified,  and  the  liabilities  incurred  so  great,  that  suspension  would 
have  produced  a  financial  crisis  such  as  Canada  had  never  seen,  and  one 
which  it  was  the  duty  of  any  Government,  if  possible,  to  avert. 

In  March,  1886,  the  Company  proiiosed  to  jjay  off  their  indebtedness 
to  the  Government,  returning  all  the  cash  advanced  upon  the  920  000  000 
bonds,  and  surrendering  0  79!$  014  acres  of  land  at  $1.50  ]);r  acre,  for 
the  balance.  The  Government  accepted  this,  and  being  satisfied  that 
no  security  was  required  for  continuous  operation,  surrendered  the 
85  000  000  land  grant  bonds  held  as  security  for  that  purpose,  but  re- 
tained $\  000  000  of  these  to  enforce  a  change  of  route  at  Mount 
Stephen,  in  the  llockies,  where  a  temporary  line  of  nine  miles  was 
adopted  to  save  time  and  money  in  opening  tlie  road,  and  upon  which 
tiiere  is  a  grade  of  4i  per  cent.,  or  double  that  permitted  by  the  con- 
tract. 

The  year  1887  saw  the  Company  freed  from  its  indebtedness  to  the 
Government,  and  in  uncontrolled  possession  of  its  property.  For  the 
first  time  since  incorporation  no  legislation  for  its  benefit  was  required; 
but  in  the  present  year  the  Government  has  found  it  necessary  to  obtain 
the  surrender  of  the  Company's  monopoly  as  to  charters  west  of  Lake 
Superior,  the  object  of  which  was  to  protect  their  line  north  of  that 
lake.  To  effect  this,  the  Government  guarantee  to  pay  interest  for  fifty 
years  on  an  issue  of  $15  000  000  three  and  a  half  per  cent,  bonds, 
secured  upon  the  unsold  portion  of  the  Company's  land  grant — about 
15  000  000  acres.  The  Government  becomes  a  tiustee  and  guarantees  the 
interest  for  half  a  century;  but  not  the  principal,  unless  and  until  placed 
in  funds  for  that  purpose  by  the  Company.  The  proceeds  of  land  sales 
are  to  be  funded  with  the  Government,  whicli  is  to  pay  three  and  a  half 
per  cent,  on  any  excess  of  the  amount  necessary  to  jiay  interest  upon, 
or  to  redeem,  the  bonds. 

The  Canadian  Pacific  Railway  is  the  work  of  Canada  exclusively. 
The  road  wa ,  undertaken  by  Canada,  as  a  political  and  commercial 
one,  to  fulfill  the  compact  with  British  Columbia,  and  unite  together 
all  t\u)  Provinces  of  the  Confederacy,  but  chiefly  in  order  to  develop 
the  vast  estate  purchased  from  tlie  Hudson's  Jiay  Company.  It  has 
been  carried  out  by  her  people  without  any  assistance  from  the  Im- 


THE   CANADIAN    PACIFIC    KAILWAY. 


61 


perial  Government— not  even  the  endorsement  of  Canadian  securitieg 
to  obtain  money  at  lowest  rates,  as  was  done  in  the  case  of  the  loans 
raised  by  Canada  for  the  construction  of  the  St.  Lawrence  canals,  and 
for  the  Intercolonial  I  tail  way.  Its  importance  to  the  Empire  has,  how- 
ever, been  i-econtly  acknowledged  by  the  British  Government,  which 
unites  with  Canada  in  subsidizing  a  line  of  mail  steamers  between  Van- 
couver and  the  British  possessions  at  Hong  Kong. 

My  apology  for  the  space  given  to  the  financial  history  of  this  rail- 
way, is  my  belief  that  engineers  will  wish  to  know  how  (as  well  as  why)  if. 
has  been  constructed  througli  a  wilderness,  and  as  compared  with  some 
of  its  predecessors,  in  so  short  a  time.  This  result  is  due  to  the  great 
financial  ability,  and  the  still  great(>r  courage  of  its  only  President,  and  to 
the  great  administrative  ability  and  tireless  energy  of  the  Vice-President 
and  General  Manager  who  has  had  full  (control  of  construction  and  the 
freest  scope  in  carrying  out  his  i)lans.  Upon  the  President  was  imposed 
the  arduous  and  anxious  duty  of  raising  a  greater  sum  than  that  pro- 
vided by  the  Government;  iipon  the  Vice-President,  the  equally  arduous 
duty  and  responsibility  of  expending  both  those  siims. 

LOCATION. 

The  general  location  of  the  route  from  ocean  navigation  at  Montreal 
to  the  Rocky  Mountains,  on  Canadian  territory,  is  governed  by  three 
natural  features — Lake  Superior,  the  Lake  of  the  Woods,  and  Lake 
Winnipeg.  It  must  go  north  of  the  first  two  and  south  of  the  third. 
I^assing  from  the  Ottawa  Valley  into  that  of  Lake  Huron,  the  line,  on  its 
way  thence  to  Lake  Su])erior,  traverses  for  about  one  hundred  miles  the 
watershed  of  Hudson's  Bay  near  the  height  of  land.  In  descending 
thence  to  Lake  Superior,  numerous  long  rock  cuts  are  encountered, 
separated  by  shallow  valleys,  generally  with  marshy  bottoms  having 
little  material  for  road-bed  over  them  or  near  them  except  solid  rock, 
boulders  and  hard  pan.  Timber  of  the  required  dimensions  being 
abundant,  the  grade  was  thrown  up,  shortening  the  bottom  lino  and 
reducing  the  depth  of  the  rock  cuts,  and  trestling  was  freely  resorted 
to.  The  eiubankments  have  be(  n  greatly  increased,  and  much  of  the 
rock  cutting  has  been  wasted,  but  it  is  claimed  that  from  difficulties  of 
position  and  cost  of  supplies,  the  final  cost  will  not  exceed  that  of  a 
slower  mode  of  construction;  and,  from  the  local  scarcity  of  bank 
material,  the  filling  in  can   be  done  cheaper  by  train.     The  greater 


G2 


ADDRESS   OF    PRESIDENT  THOMAS   C.   KEEPER. 


extent  of  embankment  thus  obtained  bus  a  special  value  in  this  dis- 
trict, which  has  the  greatest  snow-fall,  with  the  exception  of  the  Selkirk 
Mountains,  of  any  portion  of  the  route.  Along  the  eastern  shore  of 
Lake  Superior,  high,  rocky  blutt's  are  encountered,  and  heavy  rock 
cuts  and  numerous  tunnels  are  necessary.  The  rock  excavation  runs 
up  to  Inmdreds  of  thousands  of  yards  on  some  miles;  the  cost  of  one 
mile  is  said  to  approach  $700  000. 

The  highest  summit  reached  between  Montreal  and  Lake  Superior 
is  1  550  feet  above  tide,  or  about  950  feet  above  Lake  Superior,  and  the 
highest  between  Lake  Superior  and  Red  Eiver  is  1  5G0  feet  above  tide. 

The  maximum  grade  in  either  direction  between  Montreal  and  Lake 
Superior  is  one  per  cent.,  and  the  minimum  (iurvature  G  degrees.  Be- 
tween Lake  Superior  and  the  Rocky  Mountains,  the  maximum  grade 
going  west  is,  with  one  exception,  one  per  cent.  The  exceittion  is  a 
short  grade  starting  from  Medicine  Hat,  a  divisional  station,  where  a 
pusher  is  always  at  hand.  Coming  east,  the  maximum  is  40  feet  as  far 
as  Winnipeg  on  the  Red  River,  thence  to  Lake  Superior,  26  feet.  This 
last  is  the  section  constructed  by  the  Government. 

There  is  an  interesting  example  of  rail  creeping  on  a  highly  elastic 
road-bed  on  this  division,  where  the  line  crosses  ii  "  muskeg"— the  Indian 
term  for  bog— causing  it  to  yield  about  G  inches  to  every  i)assing  train. 
With  a  heavy  consolidation  engine,  hauling  35  cars,  this  track  crept  26 
inches  in  the  direction  in  which  the  train  was  moving.  The  rails  creep 
for  about  three-quarters  of  a  mile  east  and  about  half  a  mile  west  of  a 
small  bridge  at  the  foot  of  a  grade  in  both  directions.  They  creep  with 
every  train,  and  in  Avarm  weather  will  often  run  12  inches  under  an  or- 
dinary train.  Track  bolts  break  almost  daily,  and  repairs  are  to  the 
extent  of  a  box  of  bolts  ijer  month.  Cinder  ballast  keeps  the  track  in 
line  and  surface  fairly  well,  but  does  not  in  the  least  prevent  the  creep- 
ing of  the  rails.  Lining  and  surfacing  are  necessary  at  least  once  a  week. 
On  account  of  the  flanges  on  the  angle  plates,  spikes  must  be  left  out 
of  a  tie  on  each  side  of  these  plates,  otherwise  the  creeping  rail  would 
carry  the  ties  with  them,  and  throw  the  track  out  of  gauge.  Three 
trains  running  in  the  same  diret^tion  are  often  sufiicient  to  open  all 
joints  on  one  side  and  close  them  on  the  other  side  of  the  bridge  be- 
tween. The  whole  muskeg,  when  a  train  is  passing,  shows  a  series  of 
short  waves  5  to  6  inches  deep,  rising  and  falling  with  the  passing  load, 
and  the  rails  can  be  seen  moving  with  the  passing  train. 


T'l 


THE   CANADIAN   PACIFIC    RAILWAY. 


63 


i 


The  General  Snporintentlent  of  the  Western  Division,  Mr.  Whyte, 
to  whom  I  am  indebtetl  for  the  above,  proposes  to  wae  12-foot  ties,  40- 
inch  angle  bars,  and  cut  a  slot  in  alternate  sides  of  the  rail  at  every  tie, 
as  a  means  of  holding  the  rails  in  position. 

During  the  ■  instruction  of  this  portion  of  the  Eailway,  two  rather 
serious  questions  arose  out  of  the  interpretation  of  specifications.  The 
first  was  upon  the  work  done  under  the  Government,  west  of  Lake  Su- 
perior; the  second  upon  the  work  done  by  tlie  Company  east  of  that 
Lake.  The  Government  s])eciflcation  for  rock  read:  "All  stones  and 
boulders  measuring  more  than  27  cubic  feet  to  be  measured  as  solid 
rock;"  "all  large  stones  and  boulders  measuring  less  than  27  cubic  feet, 
and  all  loose  rock,  whether  in  sifn  or  otherwise,  that  may  be  removed 
with  facility  by  hand,  ]>ick  or  bar,  without  the  necessity  of  blasting,  to 
be  measured  as  loose  rock."  The  resident  engineers  returned  as  loose 
rock  "large  stones  and  boiilders"  removed  without  blasting,  but  the 
contractors  protested.  The  question  turned  on  the  minimum  size  of 
large  stones  and  boulders.  Only  "large"  stones  coi;ld  be  counted  as 
loose  rock,  but  there  was  not  this  repetition  of  the  word  in  the  case  of 
boulders.  The  court  decided  that  stones  or  boulders  which  were  handled 
and  not  shoveled  were  loose  rock.  Perhaps  the  words  "may  be  removed 
with  facility  by  hand,"  which,  as  placed  and  punctuated,  apply  as  well  to 
the  stones  and  boulders  as  to  the  ledge  rock,  influenced  the  decision. 

In  the  other  case,  the  Company  had  appointed  a  successful  con- 
tractor as  Manager  of  Construction,  with  plenary  powers.  The  standard 
Government  specification  was  changed  by  limiting  loose  rock  to  stones 
and  boulders  between  1  and  27  cubic  feet,  and  by  a  special  classification 
for  solid  rock,  the  result  of  the  Manager's  experience.  Some  formations 
of  the  country  rock  were  known  to  be  harder  than  others,  and  no  doubt 
with  a  view  to  get  a  better  average,  separate  prices  were  taken  for  gran- 
ite (the  rock  of  the  country),  for  mica  schist  and  for  trap  rock.  For  this 
last  two  prices  were  taken,  one  for  trap  in  cuttings  under,  and  another 
in  those  over  3  feet  in  depth. 

Separate  prices  were  also  taken  for  hard  pan  and  cemented  material, 
but  tenderers  generally  did  not  recognize  any  difi"erence  in  their  bids, 
no  doubt  because  the  specification  applied  the  same  test  for  both.  It 
read:  "  Hard  material,  where  a  good  picker  cannot  keep  more  than  two 
good  shovelers  going,  shall  be  termed  hard  pan,  or  cemented  material, 
as  the  case  maybe."    The  price  for  hard  pan  and  cemented  material 


-/£ 


G4 


ADDRESS  OK    I'UESIDKNT  THOMAS   C.   KEEKER. 


wna  eighty  cenlH— more  than  donblo  the  earth  price;  the  good  picker  and 
the  two  good  shovelers  couhl  not  bo  expected  to  be  always  togetlier;  and 
however  niuueronstho  former  might  be  at  any  time  or  phvce,  the  "  pick- 
ings "  were  good  whether  tho  pickers  were  so  or  not. 

As  to  solid  rock  classiftcation,  the  r(>sults  on  one  division  wore  sur- 
prising. The  geology  of  the  route,  which  consists  largely  of  metamor- 
phic  rocks,  was  "altered  "  decidedly.  Trap  under  3  fe<;t  was  $3.40  per 
yard,  while  granite  was  1^2.20,  and  more  trap  was  returned  at  this  price 
than  could  have  existed  had  all  the  cuttings  been  floored  with  it. 
When  trains  could  get  through,  the  Company's  chief  officers  found  their 
ballast  trains  working  in  cuts  where  there  was  no  ledge  rock,  but  in 
which  large  amounts,  including  trap,  had  been  returned.  They  ordered 
a  remeasurement,  which  was  confirmed  by  another  one  made  by  the 
court;  and  on  one  contract  the  final  estimate  was  reduced  between  three 
and  four  hundred  thousand  dollars.  Other  similar  cases  on  this  divi- 
sion were  settled  on  the  basis  of  the  remeasurement.  The  section  engi- 
neers who  measured  and  classified  the  work  in  the  first  instance  were 
generally  in  accord  with  the  remeasurement,  and  the  sub- contractors 
were  settled  with  on  their  classification.  After  the  sub-contractors  had 
been  paid  off,  a  revised  classification  was  made  out  for  the  final  estimate, 
in  which  the  formation  was  altered,  as  efiectually  as  by  an  igneous  erup- 
tion, granite  merging  into  mica  slate,  and  trap  overflowing  everywhere. 

The  Peaihie  Section.  —The  Government  had  located  their  line  from 
the  Ked  Kiver  to  the  Rocky  Mountains  in  a  northwesterly  direction,  in 
order  to  strike  the  Yellow  Head  or  Leather  Pass,  by  which  route  grades 
of  one  i)er  cent,  were  attainable.  This  direction  was  also  a  central  one  for 
the  largest  area  of  the  fertile  belt;  but  it  encountered  rather  formidable 
crossings  of  the  two  Saskatchewans  and  their  tributaries.  The  lied  Kiver 
crossing  is  al)Out  latitude  50  degrees,  and  the  Pacific  terminus  but  little 
north  of  the  International  Boundary  (latitude  49  degrees)  while  the 
YelloNv  Head  Pass  is  in  latitude  fj^  degrees.  The  route  from  Yellow 
Head  Pass  to  the  Pacific  terminus  was  necessarily  circuitous,  and  the 
distance  from  the  Red  River  to  Kamloops*  by  this  pass  was  1  350  miles. 

The  result  of  the  Government  surveys  showed  that  the  Yellow  Head 
Pass  was  the  most  southern  practicable  one  for  a  line  limited  to  one  per 
cent,  grades,  and  as  it  was  an  excellent  one  in  this  respect,  and  was  also 
in  the  direction  of  the  best  line  for  a  colonization  road  through  the 
prairies,  it  was  adopted.  The  contract  specified  this  pass,  but  left  the 
Company  their  own  choice  of  route  to  reach  it.  The  (piestion  of  future 
competition  by  parallel  lines  on  the  prairies  was  not  considered  while 
♦253  miles  from  Pdclflc  Coast,  aud  where  all  lines  meet. 


t 


THE   CANADIAN    I'ACIFIC    KAILWAY. 


05 


it  was  a  Government  road.  Such  lines,  so  far  as  they  opened  up  new 
conutry,  would  havo  been  encouraged  by  a  Government  within  reuHon- 
al)lo  limits.  But  with  a  private  corporation  tlio  cise  was  ditVereut;  it 
could  not  atVord  to  tuko  the  risks  which  a  ( ro\  ernment  might  safely  do. 
The  general  direction  of  their  road  was  nearly  due  west,  and  as  they 
were  on  the  oOth  parallf!  at  the  I'(>d  !{ivor,  tliey  decided  to  abandon  the 
(xovernnient  location,  and  to  follow  that  parallel  as  clo.sfly  as  possible, 
both  to  shorten  th(!  through  distance  and  to  leave  no  room  for  a  com- 
peting trunk  line  to  the  south  of  them.  I'ossibly,  also,  climatic  con- 
siderations, in  a  latitudt^  Avhcre  every  degree  counts,  supported  this 
dciviation.  This  line  traverses  the  best  of  the  wheat  country  for  nearly 
400  miles  west  of  Winnipeg,  and  the  best  of  stock  raising  and  min- 
ing districts,  within  200  miles  of  the  mountains.  Jietween  these 
there  lies  the  only  section  where  there  is  any  sca'vnty  of  water.  Experi- 
mental farms  have  established  that  there  is  su^iicient  rain  for  crops,  and 
the  chief  inconvenience  to  the  Company  at  present  is  the  want  of  wells 
for  tank  supply  to  the  road.  Surface  reservoirs  are  proposed  to  secure 
these. 

In  the  prairie  sections  precautions  have  been  taken  against  snow 
blockades  by  keeping  the  line  in  embankment  wherever  possible,  and  by 
widening,  and  Hattening  the  slopes  of  necessary  cuts,  and  depositing 
the  spoil  Avell  off,  as  a  snow  screen.  At  stations,  sidings  are  thrown  out 
so  far  that  cars  standing  on  them  cannot  cause  drifts  on  the  main  line. 
Only  twelve  mil(>s  of  snow  fencing  are  used  on  the  prairie  section. 
There  was  no  detention  from  snow  last  winter,  between  the  Columbia 
River  and  Lake  Superior,  exceeding  four  hours  at  any  one  time. 

There  is  no  good  gravel  in  large  quantities  for  400  miles  west  of 
Winnipeg,  but  pockets  weie  found  suflicient  to  ballast  the  Avettest  por- 
tion of  the  road.  The  road-bed  is  crowned  oli",  and  top  prairie  soil  is 
\ised  for  surfacing,  which  gives  a  smooth-running  track  for  moderately 
heavy  traffic,  and  one  which  it  is  expected  will  last  at  least  five  years. 


The  Mountain  Section. — In  Canada  the  Rocky  Mountains  maintain 
a  nearly  northwest  direction,  and  may  be  said  to  terminate  as  a  distinct 
range  between  theSlst  and  52d  parallel;  thence  descending  to  the  I'eace 
River  Pass,  latitude  5G  north,  which  is  only  about  2  000  feet  above  sea 
level  All  the  rivers  on  the  eastern  slope  of  the  Rockies  penetrate  the 
range  to  a  greater  extent  the  further  north  they  are  found,  and  the 
Peace  River  is  the  first  which  cuts  entirely  through  the  Rocky  Mountain 
range  and  heads  behind  it,  draining  the  table  land  between  the  coast 
range  and  the  Rockies.  Between  Peace  River  and  the  International 
Boundary,  some  ten  passes  have  been  explored,  all  lowering  northward 
and  diminishing  from  7  000  to  2  000  feet;  the  central  one,  the  Yellow 
Head  Pass,  with  nn  altitude  of  6  733  feet,  having  been  selected  by  the 
Government  in  the  first  instance  as  the  route  for  the  railway.     The 


(  ^ 


I 


GS 


ADDUESS   OK    PIlESIDKNT   THOMAS   C.   KKKFKK. 


tout  of  the  snow  sheilH.  Tho  roHult  of  tliie  first  winter's  inspection  was 
the  construction  in  the  following  summer  of  35  snow-sheds,  having  a 
total  length  of  four  miles.  The  next  winter,  the  first  in  wliieli  the  line 
was  opeaed  for  trallie,  dt^monstrated  tlmt  more  sheds  were  needed,  and 
that  existing  ones  required  lengthening  in  some  cases,  strengthening  in 
others;  that  parai)ets  over  the  portals,  and  glanee  works  on  the  mountain 
side  above  were  needed  to  direct  sliding  snow  over  the  slieds  instead 
of  between  them.  During  tlie  summer  of  1M87,  the  total  haigth  was 
increas.'d  to  six  miles,  and  the  total  number  to  53.  The  experience 
of  the  past  winter  has  shown  that  adtlitions  to  the  sheds  are  reijuired 
to  the  ext  'ut  of  about  4  000  feet,  bringing  up  the  total  length  to  about 
sev(Mi  miles.  The  53  sheds  already  erected  (see  I'lates  V  aval  IX )  embrace 
several  types,  the  primary  distinction  being,  lirst,  those  designed 
for  snowfall  alone  and  those  exi)osed  to  avalanches;  and,  secondly  (as 
between  these  last),  those  exposed  to  theuvalanche  on  one  side  only,  and 
those  exposed  to  it  ujion  both  sides.  These  last  are  c;alled  valh>y  sheds, 
are  fiat-roofed,  and  cost  about  S()G  per  lineal  foot.  The  tyi)ical  shed 
of  the  Selkirks  is  an  avalanche  oiu>,  with  solid  rock-filled  crib-work 
upon  the  mountain  side  and  strongly  braced  frame-work  for  its  outer 
wall.  The  cost  of  these  range  from  S40  to  $10  per  lineal  foot, 
according  to  lo;'ation,  the  increase  being  due  to  the  greater  mass 
of  crib-work  required  where  the  avalanche  is  heavi(!st.  The  space 
between  the  crib-work  and  the  mountain  side  is  filled  in  so  as  to  con- 
duct the  avalanche  over  the  rojf  of  tht!  snow-slied,  without  striking 
heavily  against  it.  The  second  important  type  is  the  gallery  shed, 
which  is  without  crib-work,  but  has  its  roof  extended  against  the  moun- 
tain side  upon  strong  frame-work.  The  cost  of  thes3  range  from  ©15  to 
•^10  per  lineal  fotjt. 

A  combination  of  the  typical  and  gallery  sheds  is  where  crib-work  is 
used  as  a  foot  wall  on  the  mountain  side.  This  is  called  "  toe  crib  and 
gallery  "  shed,  and  costs  from  827  to  S54  ])or  lineal  foot. 

The  gallery  sheds  are  generally  extensions  of  tlu?  tyi)ical  sheds  on 
the  flanks  of  tlie  avalanche  and  outside  its  path,  and  where  necessary  are 
terminated  by  strong  ])arapet3  as  much  as  10  feet  high  to  prevent  the 
overtiow  of  the  lighter  snow  from  the  wings  of  the  avalanche.  By  means 
of  these  parapets  40  to  50  feet  of  shedding  at  each  end  is  saved;  and  the 
same  principle  is  adopted  where  slides  come  down  narrow  ravines,  in 
which  case  the  profile  of  the  roof  is  a  trough  the  width  of  the  ravine. 
These  are  called  "  scoop  sheds." 

During  the  summer  of  1886,  fires  denuded  the  mountain  sides,  leav- 
ing no  snp))ort  for  the  snow  on  steep  side  hills,  increasing  the  number 
of  slides  and  the  demand  for  shed  extensions.  Sheds  were  lengthened 
at  each  end  and  connected  together  until  the  longest  shed  exceeded  3  000 
feet.  Long  sheds  are  objectionable,  not  only  on  account  of  the  greater 
iire  risk  in  summer,  but  in  the  handling  of  long  freight  trains  on  the 


^^1 


TIIK   CANADIAN'    PA(  llic    llAII.VVAV. 


09 


as 

DC 

11. 1 
in 
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i 


]ioavy  grades  during  tho  winter,  wlieii  the  sheds  are  entirely  dark  from 
8UOW  fall  and  snow  slides.  Tlio  ogress  of  snioko  is  then  prevented,  and 
liiakesmcM  are  unable  to  see  signals  or  hoar  whistles.  In  order  to  limit 
the  lengtii  of  hhcds,  and  maintain  as  uianv  breathing  holos  as  ])68sible, 
a  system  of  glance-works  was  devised  for  the  purpose  of  protecting  the 
necessary  openings  between  sheds.  Those  "  split  "fauces, "  as  they  are 
called,  are  erected  on  the  mountain  slope  above  the  track,  and  are  con- 
structed of  crib-work  or  jjiles,  or  both.  They  are  triangular  in  jdan, 
with  the  apex  pointing  upward,  and  on  the  center  line  of  the  snow  slides. 
From  the  polid  triangle  which  si)lit8  the  slide,  wings  arc  slightly  curved 
and  extended,  until  they  i)a.'^s  the  line  of  the  shed  ])or(als,  thus  dividing 
the  t-lide  and  diverting  its  course  right  and  left  ovi-r  the  sheds.  Where 
there  is  danger  of  the  snow  tilling  up  and  ovorllowing  this  "  sjilit  fence," 
ft  similar  one  is  placed  higher  up  to  cover  it.  Where  only  necessary  to 
protect  one  portal,  a  glance  fence  of  triangular  bents,  sheeted  with  i)lank, 
and  firmly  braced  at  the  back,  is  planted  diagonally  with  the  track,  and 
terminated  in  strong  crib-work  at  its  lower  end. 

The  first  winter's  experience,  founded  ni)on  close  observation  of  the 
cliuructer  of  the  slides,  proved  most  valuable  in  detitrniining  the  loca- 
tion, design  and  strength  of  timber,  in  tlie  two  miles  of  sheds  built  the 
ensuing  summer;  and  V)y  tlu>  adoption  of  wider  bents,  smaller  sized 
square  timber  and  the  move  extensive  use  of  the  tine  round  timber,  ad- 
jac<-nt  to  the  line,  for  posts  and  braces,  much  economy  was  etlbcted. 

The  sheds  are  almost  entirely  built  of  cedar,  but  planking  and  tim- 
bers exi^osed  to  transverse  strain  are  of  the  stronger  l^ouglas  fir  (Oregon 
pine)  so  abundant  in  Uin  mountains.  The  cedar  in  face  of  heavy  cribs 
is  12  inches  square,  of  lighter  "too  cribs"  12x10  inches,  the  back 
12  X  12  inches,  tiatted  or  jound,  with  3-inch  spaces  between  the  courses.  • 
Ties  are  round,  and  where  the  bents  are  5  feet  centers,  break-joiuts  in 
crib-work  every  10  feet,  being  dove-tailed  to  the  front  courses  and  also 
to  the  liaek  flatted  timber  ones.  The  saddle-joint  is  round,  and  the  en- 
tire timber  work  drift  bolted  togeth(>i'.  Dowellsare  put  in  foot  of  plumb 
posts  whore  gallery  is  upon  toe  crib  (see  No.  4,  Plate  IX).  The  joint  at 
the  meeting  of  rafter,  plund),  and  batter-i)osts,  Avas,  in  the  first  work,  so 
framed  as  to  leave  a  space  for  air  between  the  ])lanking  of  the  roof 
and  that  on  the  batter-i)osts;  but  it  was  found  unsuitable,  because  the 
snow  in  a  slow  traveling  slide  found  its  way  to  the  track.  The  joint, 
as  shown  in  all  the  drawings,  is  now  used,  although  not  as  strong  as  the 
first  one;  the  air  space  is  covered  bv  extending  the  roof,  and  is  kept  open 
until  the  heavy  slides  come,  when  all  spaces  are  securely  closed.  On  this 
account  it  is  desirable  to  have  the  sheds  as  short  as  possible,  and  in  view 
of  the  success  of  the  split-fence  system,  suggested  by  the  Vice  J'reaident 
and  General  Manager,  Mr.W.  C.Van  Home,  it  is  probable  that  the  longer 
sheds  will  be  cut  out  at  suitable  points,  and  the  openings  covered  by  the 
split  fence. 


70 


ADDRESS  OF   I'llESlDENT  THOilAS   C.    KEEPER. 


The  TELEGRArH. — Whore  sheds  are  iii  eloso  proximity,  an  nmlor- 
grouud  cable  is  used  to  secure  corinuiuiuatioa  with  headtiiiartors  in  any 
event,  aud  also  promptly  to  locate  the  site  of  any  iutern;])tion.  At 
isolated  sheds  and  8U8i)ected  points,  very  high  poles  carrying  the  line 
clear  of  all  probable  obstructions,  are  employed.  The  only  intcrruptiou 
last  Avinter  was  i/aiised  by  wind  storms,  and  the  lods  of  time  without 
communii-atiou  did  not  exceed  four  hours. 


Fire  Protection. — There  is  a  very  complete  system  for  fire  pro- 
tection in  tlieStlkirka,  stationary  and  locomotive,  gravitation  aud  pump- 
ing— stationary  for  sheds,  and  locomotive  for  bridges,  buildings,  timber, 
tie  and  wood  piles  and  forest  tires,  as  well  as  for  the  sheds.  Water  by 
gravitation  is  abundant,  and  flumes,  are  erected  on  the  roofs  of  isolated 
sheds,  and  supplied  with  running  water  from  the  nearest  stream,  barrels 
and  ladders  biang  placed  inside.  Where  sheds  are  closer,  pipe  lines  are 
laid  with  stop  valves  at  each  portal  and  tanks  between,  so  that  damage 
to  pipe  in  one  shed  would  not  affect  another.  The  same  system  applies 
to  the  longer  bridges.  For  smaller  ones  the  usual  stationary  barrels  and 
tuckets  are  provided. 

For  the  locoiuotivc  aucj  pumping  system,  tanks  of  6  OoJ  gallons  are 
kept  on  flat  cars  at  sidings.  Each  (mgine  has  hose  connected  with  the 
injector  by  a  globe  valve,  and  can  draw  from  the  tender  or  the  portable 
tanks. 

For  further  protection  against  forest  tires,  sand  and  gravel  is  dumped 
from  a  train  around  bottom  of  bridges,  trestles,  etc. 

Where  avalanches  are  expected,  the  line  is  thrown  well  into  the 
mountain  side,  aud  the  shed  roof  (which  bylaw  must  atl'ord  a  dear  head- 
way of  21  feet  above  the  rails)  is  conformed  by  back  tilling  as  nearly  as 
l)ossible  fo  the  mountain  slope.  Where  it  cannot  bo  thrown  in  far 
enough  for  this  purpose,  a  broad  bench  of  natural  ground  is  left  to  take 
the  impact  of  the  avalanche,  and  send  it  a  tangent  to  the  roof  of  a  com- 
paratively light  shed.  When  the  ravinja  are  too  deep  to  be  filled  up 
the  line  is  thrown  out  as  far  m  possible,  the  ravine  bridged  witU  a  clear 
span,  the  abutments  being  protected  by  a  glance  crib  and  split  fence, 
aud  a  highway  is  made  for  thi.i  avalanche  to  pass  under  the  track. 

At  the  longer  sheds  an  outside  or  summer  track  is  maintained,  both 
on  account  of  the  scenery,  which  is  grandest  in  the  shed  region,  and  also 
to  rednce  the  risk  of  tire. 

In  the  31  i)54  feet  of  slieds  erected  there  were  used  25  000  000  feet 
B.  M.  of  sawed  material,  and  1  140  000  lineal  feet  of  round  timber;  and 
the  cost  of  these,  including  the  necessary  changes  of  line  to  provide 
for  them,  of  filling  in  gulloys  on  the  mountain  side  oppo.site  theuj,  and 
other  work  of  enow  proteotiou,  has  reached  about  $2  900  000,  and  it  is 
proposed  to  expend  about  8200  000  more  to  complete  the  system. 

The  sheds  were  subjected  to  a  very  severe  test  in  the  winter  of 


PLATE  III. 

TRANS.  AM.  SOC.  CIV.   ENC'RS. 

VOL.  XIX.    No.  394. 

KEEFER  ON  THE 

CANADIAN  PACIFIC  RAILWAY. 


•,* 


I 


THE   CAXADIAX    PACIFIC    K\ILAVAY. 


71 


1886-87,  which  was  more  severe  than  any  observed  before  or  since,  the 
saow  fall  being  the  heaviest  recorded,  exceeding  35  feet  at  the  summit 
in  the  Selkirks.  Eight  and-a-half  feet  fell  in  six  days,  and  for  about 
three  weeks  snow  was  falling  almost  continually,  and  slides  during  this 
period  were  very  numerous  and  constant.  Tlie  sheds  proved  strong 
enough  in  every  respect,  although  sul)jeoted  to  the  weight  of  snow  50 
feet  deep,  weighing  30  pounds  to  the  cubic  foot. 

The  warm  Chinook  winds  and  winter  rains,  followed  by  frost  30 
degrees  below  zero  at  times,  make  the  snow  very  heavy.  It  has  been 
repeatedly  weighed  and  varies  from  25  to  45  pounds  per  cubic  foot,  the 
latter  kind  being  compacted  in  masses  of  5  to  15  cubic  yards,  and  look- 
ing more  like  ice  floes  than  snow  balls. 

Before  the  snow-sheds  were  erected,  side  cuttings  on  the  slopes 
exposed  to  slides  were  obliterated  by  the  latter,  and  the  fttafn.  quo  of  the 
original  snow  slope  was  restored.  The  snow  which  generally  brought 
rocks  and  trees  with  it,  was  packed  by  the  greut  pressuie  of  the  slide 
so  as  to  be  nearly  as  hard  as  ice.  Black  powder  was  found  to  work 
admirably  in  the  sido-hill  cuts— huge  masses  being  blown  down  the 
hill— and  the  remainder,  in  heavy  blocks,  was  rolled  over  the  side.  In 
thorough  cuts  powder  was  used  in  heavy  cliurges  to  break  up  the  snow 
which  was  too  hard  for  shovelling,  except  near  the  top.  Picks  and 
specially-designed  ice  chisels  were  here  used,  and  the  cut  was  benched 
out,  entailing  a  large  amount  of  labor  in  casting. 

The  following  sketch  shows  the  maniier  in  which  the  powder  was 
api)lied  in  side-hill  cuts: 


X 


%/ 


Cut  rac«- 


V 


1       \l-v  -Tunii'l  10  tjt  filled  wi'T 

"%,       Snow  and  w«ll  p»<:l<,«»i 


Fijj.  1. 


n 


ADDRESS   OF   PRESIDENT  THOMAS   C.   KEEPER. 


Ouo  cutting,  about  iO  ffot  deep,  was  full  of  trees,  ami  presented 
such  a  peculiar  ai)pearance  after  being  gulletted  for  the  passage  of 
trains,  that  it  received  the  name  of  the  "  Plum  Pudding." 


Fig.  2. 

The  force  of  some  slides  was  shown  by  the  experience  of  a  valley  or 
double  crib  shed  exposed  to  them  from  botli  sides,  the  unfinished  lower 
side  of  which  (see  No.  2,  Plate  IX)  was  left  without  the  batter- post  and 
sloping  slieel:  of  plauk.  Wheu  struck  on  this  side,  the  crib,  though 
filled  witU  stone,  was  knocked  a  foot  out  of  plumb,  causing  tbe  rafter  to 
buckle,  the  roof  b3ing  torn  oft"  and  carried  200  loot  up  the  steep  .dope 
above  the  track.  The  inside  of  shed  was  tilled  up  with  snow,  which 
was  piled  33  feet  deep  above  it.  When  clearing  out  the  shed,  spaces 
large  enough  for  a  man  to  go  through  wei'e  found  at  several  jjoiuts, 
evidently  the  el!e,cb  of  confined  air,  and  indicating  the  rapidity  of  move- 
ment which  prevented  its  escape.  Further  evidence  of  air  compression 
was  found  in  the  spaces  between  the  wall  timbers,  which  were  caulkeil 
with  snow  so  hard  that  no  impression  could  bo  made  ui)on  it  without 
using  a  pick.  It  is  a  question  in  this  case,  whether  the  roof  was  torn  otF 
only,  or  partly  blown  off  by  air  concussion. 

The  sheds  exposed  to  the  descent  of  heavy  trees,  ice  or  rocks,  have 
the  roof  double  planked  (see  No.  0,  Phite  IX)  with  intermediate  rafters  and 
posts.  A  rock  slide  of  100  cubic  yards  passed  over  one  of  these,  leaving 
a  specimen  rock  measuring  128  cubic  feet,  about  ten  tons,  on  top  of  the 
roof.  In  this  case  the.  slope  of  the  ground  above  coincided  very  closely 
with  that  of  the  roof,  exposing  the  latter  only  to  a  rolling  load. 

The  snow-slides  vary  in  intensity  from  tlie  quiet  descent  on  the  slope 
to  the  rushing  avalanche,  bearing  rocks  and  trees,  .^nd  accompanied,  as 
it  always  is,  with  a  torritic  cyclone  more  dangerous  than  either.  They 
sometimes  bring  dowu  a  (luarter  of  a  million  cubic  yards,  and  are  gov- 
erned by  the  moist  or  dry  condition  of  the  snow,  by  the  varying  slopes 
of  the  mountains,  the  presence  or  absence  o£  trees,  and  of  sloping 
crests  many  thousand  feet  above  grade  in  the  region  of  eternal  snow  an«l. 
of  maximum  precipitation. 

The  avalanche  is  "  made  up  "  by  excessive  snow-fall  4  000  to  5  000 


PLATE  IV. 

TRANS.  AM.  80C.  CIV.  ENC*R8. 

VOL.  XIX.     No.  394. 

KEEPER  ON  THE 

CANADIAN  PACIFIC  RAILWAY. 


K 

O 

'A 
O 

M 

w 

» 
O 
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H 

a* 
O 


6 


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OJ 


n1 


; 


THE   CANADIAN    PACll'IC    RAILWAY. 


73 


feet  above  the  level  of  the  track,  and  '*  pulls  out"  over  the  sloping  sur- 
face of  a  glacier,  or  of  old  packed  snow  of  the  previous  winter,  un- 
til it  reaches  the  steep  grade  (in  some  cases  at  an  angle  of  70  degrees) 
and  then  there  is  a  I'oar,  a  crash,  a  flying  scud  of  snow,  and  all  is  over. 
Its  maximum  velocity  can  only  be  inferred  from  the  imiirisoned  air  spaces 
already  mentioned,  and  from  the  force  with  which  a  tree  was  driven 
through  a  shed,  as  shown  by  the  dotted  line  in  No.  4,  Plate  IX,  where  it 
penetrated  the  backing,  the  roof  and  the  solid  rock  filled  crib-work, 
knocking  out  a  plumb  post  in  its  passage,  and  was  sawn  off  10  inches  iu 
diameter  at  the  face  of  the  crib.  At  some  points  the  avalanches  cross 
the  valley  and  ascend  the  opposite  slope  to  the  extent  of  200  or  300 
feet.  Shed^  on  a  track  located  over  100  feet  above  the  valley  have  been 
struck  by  avalanches  fr.im  the  opposite  side  which  ascended  the  slope, 
passed  over  them,  and  climbed  the  mountain  side,  150  feet  above  their 
roofs. 

Remarkable  effects  ar.>  proluced  by  the  local  cyclone  or  hurricane 
induced  by  the  swift  avalanches.  This  sometimes  extends  for  100  yards 
outside  the  course  of  the  solid  avalanche  and  is  called  the  "flurry,' 
because  it  is  clouded  with  particles  of  fine  snow.  If  the  course  of  the 
avalanclie  is  diverted  by  some  natural  obstacle,  the  flurry  drives  on  in 
the  line  of  original  motion,  snapping  off  huge  trees  several  feet  in 
diameter,  at  heights  50  feet  or  more  above  the  ground,  without  uprooting 
them.  Some  in  the  vortex  of  the  flurry  are  uprooted,  but  the  majority 
are  cut  short  off,  as  they  would  ba  by  chain  shot,  and  so  far  from  the 
line  of  the  avalanche  that  there  is  nothing  to  indicate  the  cause  of  their 
decapitation  but  the  snow,  impacted  like  moss  against  the  windward  .side 
of  their  huge  trunks.  The  flurry  whirls  upward  to  the  height  of  100 
f 3et  above  the  descending  snow,  and  forward  in  advance  of  it  when  un- 
der full  headway,  presenting  a  magniflceut  spectacle  to  an  observer  at  a 
safe  distance.  December  last  it  picked  up  a  man,  and  whirled  and 
twisted  him  so  rapidly  and  spirally,  that  when  dropped  he  was  a  limp 
mass,  without  a  bruise  or  break  in  skin  or  clothing,  yet  with  all  his 
bones  broken  or  dislocated. 

Bridges,  which  have  been  substituted  for  trestles  carried  away  by 
slides,  are  anchored  by  guys  to  "dead  men"  in  the  ravine,  and  thus 
s'cured  have  successfully  resisted  the  "flurry,"  which,  although  it 
caulked  the  chord  spaces  very  tight  with  hard  snow,  did  no  damage  to 
the  structure. 

With  three-iiuarters  of  a  mile  addition  to  the  snow  sheds.  Mr.  R. 
Marpole,  the  experienced  and  cai)able  Superintendent  of  the  Pacific 
Division,  is  confident  that  interruption  to  traflic  in  the  Selkirks  will  be 
limited  to  hours  instead  of  days,  as  has  been  the  case  heretofore;  and 
be  chiefly  the  result  of  local  damnge  to  sheds  from  rocks  or  trees  brought 
down  by  the  avalanche. 

The  avalanche  season — though  a  lively  and  brilliant  one — is  short  ia 


I  f: 


I  i 


' 


(    ■  1 


74 


ADDUESS  OF  PRESIDENT  THOMAS  C.  KEEPER. 


comi)avi.son  with  the  glacier  one,  and  when  the  expoaecl  points  are  all 
protected,  interruptions  due  to  the  environment  will  have  little  ajjpre- 
ciable  effect  ujjon  the  general  traffic  of  the  year.  Thei'e  will  bo  an  ex- 
cei)tional  item  for  inainttmaiice  here  in  excess  of  any  other  division  of 
the  road,  but  I  believe  it  will  be  fully  met  hy  the  exceptional  attractions 
of  this  glacier  section.  The  avalanche  may  attract  hundreds  of  l)old 
admirers  for  two  or  three  months  of  winter,  but  for  the  greater  jiortion 
of  the  year  the  silent  majestic  glaziers,  which  may  bo  a])proached  with- 
out risk,  will  draw  thousands  of  tourists  into  the  Selkirk  range,  whex-e 
there  is  no  danger  when  there  is  no  snow  in  motion. 

Mud  Slides. — A  great  deal  of  trouble  has  been  experienced  from  mud 
slides  and  "gumbo"  cuts,  generally  below  the  snow-shed  level  in  the 
flanks  of  the  Selkirks,  and  <ihielly  on  thoir  western  or  wettest  slope.  In 
forcing  track  laying  many  slopes  were  left  too  steep;  but  there  are  cases 
where  the  angle  of  repose,  without  any  provocation,  has  proved  to  be  a 
very  obtuse  and  inconstant  one,  giving  rise  to  acute  expressions  of  disgust 
on  the  part  of  the  roadmaster,  and  attbrding  a  signal  illustration  of  total 
depravity  in  inanimate  things.  In  c.imparisou,  the  suow  slide  from 
above  is  clean  and  respectable,  but  the  trouble  in  gumbo  cuts  is  low  in 
origin,  of  vicious  proclivities  and  of  the  earth,  earthy.  No  amount  of 
cleaning  is  api)reciated,  and  it  recpiires  to  be  sat  upon.  To  effect  this, 
the  cut  is  deepened  by  steam  shovel  and  derrick,  and  secured  by  a 
double  row  of  piles  on  each  side,  8  feet  apart,  the  lower  one  (in  the 
ditch)  at  5-feet  centers,  the  upi)er  one  (on  the  slope)  of  3-feet  centers. 
The  inner  row  of  piles  is  kejjt  in  position  V)y  a  horizontal  flatted  sill 
across  the  track  below  subgrade,  and  the  outer  rows  by  similar  but 
slojjing  braces  between  the  tops  of  the  inner  and  tiuter  piles.  A  single 
log  is  run  behind  the  ditch  piles  under  the  sloping  brace,  and  a  wall  of 
about  five  logs  high  is  carried  up  l)ehind  the  outer  row.  The  slopes  are 
removed  and  coarse  gravel  is  filled  between  and  behind  piling  and  in 
ditches,  which  permits  all  water  to  ooze  through  to  the  latter,  where, 
owing  to  the  grade,  it  readily  gets  away. 


Coarse  GrsveL 


Fig.  3. 


THE   CANADIAN    PACIFIC   RAILWAY. 


75 


The  "  gumbo  "  of  the  Solkirk  9lo])eH  ia  not  the  materinl  callod  by 
that  iiaiuo  in  Califoi-nia,  where  it  is  found  npon  the  surface  of  level 
plains,  and  bakes  and  cracks  with  the  sun,  but  becomes  a  sticky  mud 
■with  every  rain.  The  Selkirk  material  ia  a  sandy  loam  (luick  sand,  and 
would  be  steady  enough  if  it  had  not  imbibed  so  much — water. 

The  sketch  on  opposite  page  explains  the  manner  in  which  it  has 
been  successfully  dealt  with  in  th(>  cuttings. 

Bridging. — All  the  bridging  in  the  mountain  section  was  at  first 
nocessariJy  of  wood,  wliicli  is  abundant  and  of  excellent  (quality  there. 
Some  of  these  have  already  been  replaced  with  steel.  Tlu^  section  built  by 
the  Government  at  the  Pacific  end  of  the  road— with  the  excei)tion  of  the 
cantilever  across  the  Eraser — has  wooden  bridges  of  the  Howe  truss 
pattern.  In  the  Selkirks  there  are  three  high  bridges — 15i,  175  and  294 
feet  in  hoigl it  respectively.  The  last,  the  Stony  Creek  Bridge,  is  490  feet 
in  length,  the  greatest  span  being  172  feet,  resting  on  Avoodcn  towers  200 
feet  high,  standing  on  a  concrete  foundation.  It  is  probably  the  highest 
wooden  bridge  in  America.  It  is  soon  to  be  replaced  with  a  steel  arch 
springing  from  the  rocky  sides  of  the  V-shaped  ravine,  about  half  way 
of  its  depth ;  and  the  other  two  high  ones,  with  iron  trestles.  The  metal 
bridges  erected  by  the  Company,  east  of  the  Rocky  Mountains,  are  of 
heavy  pattern,  designed  by  the  late  C.  Shaler  Smith,  M.  Am.  Soc.  C.  E. 
Where  through  trusses  are  unavoidable,  these  have  a  width  of  20  feet 
between  centers. 

Besides  much  that  has  been  filled  in,  there  yet  remains  a  large 
amount  of  trestle  work  east  of  Lake  Superior  and  upon  the  Governmc'nt 
section  at  Pacific  Coast,  which  has  been  substantially  built  and  floored, 
as  it  will  under  any  circumstances  require  years  to  substitute  perma- 
nent work  for  them.  The  Company  has  bound  itself  to  expend  the 
whole  of  the  815  000  000— interest  on  which  is  guaranteed  by  the 
Government  for  fifty  years,  in  consideration  of  the  abandonment  of 
their  monopoly — upon  the  main  line  between  Quebec  and  Vancouver. 
Of  this  amount  five  and  a  quarter  millions  is  apportioned  in  the  agree- 
ment to  rolling  stock,  five  and  a  half  millions  on  capital  account  to 
"buildings,  snow-sheds,  sidings,  permanent  bridges,  filling  in  trestles, 
reducing  grades  and  curves,  and  other  improvements."  The  remain- 
ing four  and  a  quarter  millions  is  apportioned  to  "elevators,  bridges, 
locomotive  shops,  filling  trestles,  sidings,  docks,  and  lake  and  coast 
steamers. " 

By  crossing  the  Selkirks  instead  of  going  round  them  in  the  Colum- 
bia River  Valley,  the  road  is  shortened  about  eighty  miles.  The  fall  in 
the  Columbia  River  between  the  first  and  second  crossings  (going  west- 
ward) is  1  100  feet,  an  average  of  about  7  feet  per  mile.  The  river  has 
its  canons,  and  in  places  washes  the  base  of  the  mountains,  so  that 
heavy  work  and  possibly  some  tunneling  ^ould  have  been  encountered 
(>n  the  longer  route. 


'  mm. 


ii 


I 


^wmmmmnmM  wmwnv 


70 


ADDRESS   OF   PUKSIDKNT  THOMAS   C.  KKEFER. 


On  leaving  tbo  Columbia  at  the  second  crossing,  and  whore  it  soon 
ceases  to  bo  a  Canadian  river,  the  line  crosses  the  Gold  Range  through 
the  Eagle  Pass,  a  remarkably  favorable  one,  the  summit  being  only 
1  800  feet  above  tide,  although  in  a  range  with  many  snow-cajiped 
mountains.  There  are  nine  snow-sheds,  with  a  total  length  of  1  3(30  feet, 
all  on  the  western  slope  of  the  Eagle  Pass.  From  the  western  side  of 
the  Gold  Range,  the  line  follows  the  shores  of  lakes  and  rivers  which 
discharge  into  the  Pacific  Ocean  upon  Canadian  soil.  In  crossing  the 
Dry  Zone  or  bunch-gr.iss  grazing  plateau  of  British  Columbia,  there  is 
heavy  work  and  tunneling  along  the  rock-bound  shores  of  the  lakes;  but 
it  is  when  the  line  descends  the  Thompson  and  Fraser  Rivera,  where  these 
cut  through  the  Coast  Range,  that  the  heaviest  consecutive  hundred 
miles  on  the  Avhole  route  is  encountered.  This  section,  built  by  the 
Government,  cost  about  $10  000  000,  or  ^80  000  per  mile,  without  rolling 
stock  or  stations.  There  are  numerous  tutfiels  and  rock  cuts,  as  well  as 
heavy  earth  cuts,  and  a  fine  cantilever  of  300  feet  span  across  the  Eraser 
River,  which  was  the  secoad  erection  of  the  kind  in  America,  and  was 
designed  by  Mr.  C.  C.  Schneider,  M.  Am.  Sdc.  C.  E. 

THE  EQUII'MENT  OF  THE  LINE. 

The  Canadian  Pacific  Railw.iy  is  a  modern  road,  having  had  the  ut- 
most fr.'edom  of  location  in  unoccupied  territory,  for  stations,  yards 
and  shops,  and  has  not  therefore  been  handicapped  by  costly  accumula- 
tions of  antiquated  rolling  stock,  or  hampered  by  limited  yard  accom- 
modation on  any  portion  of  the  contract  route — conditions  which  have 
proved  so  onerous  to  some  older  roads. 

The  divisional  point^  are  placed  as  nearly  as  i)03sible  at  intervals  of 
125  miles,  any  variation  from  this  being  due  to  the  qiiestious  of  suitable 
s'ation  ground,  or  water  supply.  At  these  points,  the  tracks  are  arranged 
as  shown  on  tlie  standard  plan,  the  object  being  to  provide  a  yard  that 
may  be  readily  extended— one  in  which  the  main  track  is  broken  as  little 
as  possible  by  switcli.'S,  and  so  arranged  that  any  ear  in  the  yard  may  be 
reached  by  one  shunt. 

At  altt^ruate  divisional  points,  shops  are  established  of  sufficient  ca- 
pacity for  repairs  of  rolling  stock  on  two  working  sections,  and  at  the 
divisional  points  between  these  there  ave  smaller  shops  with  the  few 
necessary  tools  for  ordinary  breakages.  Engines  run  from  the  larger 
shops  to  the  smaller  ones,  so  that  ordinarily  they  return  to  the  principal 
shop  points  every  other  day. 

At  all  divisional  points,  tlie  water  tanks  are  erected  40  feet  high,  to 
give  a  sufficient  i)ressure  for  washing  out  engines. 

At  the  alternate  ])oints,  wrecking  cars,  pile  drivers,  tool  cars,  britlgc 
a  id  track  material,  are  provided  for  any  emergency  on  the  sections 
either  way  from  them,  and  a  smaller  supply  of  emergency  material  is 
kei)t  at  the  intermediate  points. 


THE   CANADIAN    PACIFIC    HAILWAY. 


77 


In  the  newer  country,  stations  are  arranged  at  intervals  of  about  16 
miles,  govo:ned  by  ground  and  water  Hupi)ly,with  accommodation  for  two 
section  gangs  of  eight  men  e.iob,  a  combined  freight  and  passenger  sta- 
tion, a  50  000-galh)n  tank,  and  a  telegraph  office,  ensuring  collection  of 
section  gangs  for  any  emergency  in  the  shortest  possible  time.  These 
rognlir  stations  have  side  tracks  according  to  trains  handled  on  the 
division,  and,  Avhere  local  traffic  exists,  a  business  track  as  well  an  a  pass- 
ing track.  Passing  tracks  are  laid  about  half  way  between  these  stations, 
making  the  crossing  interval  generally  eight  miles;  but  this  is  reduced 
■where  there  is  considerable  trafHc. 

At  Montreal,  the  principal  eastern  terminus;  at  Vancouver,  the  Pa- 
cific terminus;  and  at  Winnipeg,  which  is  midway  betwe  m  them  and  has 
24  miles  of  sidings,  large  shops  exist  for  heavy  repairs  of  oats  and  loco- 
motives. As  these  three  points  ar^^  1  500  miles  apart,  large  intermediate 
shops  will  be  required  as  traffi  ;  increases. 

Fuel  Supply. — The  fuel  supi>ly  is:  Nova  Scotia  coal  for  the  eastern 
system,  which  is  carriel  a  sliort  distance  west  of  Ottawa;  Pennsylvania 
coal  from  this  point  to  Brandon,  on  the  prairies,  the  first  divisional 
station  west  of  Winnipeg.  This  coal  is  brought  by  rail  across  the  St. 
Lawrence  and  Niagara  Rivers,  and  by  water  to  Lake  Sujierior.  West  of 
Brandon,  (Janadian  tertiary  coal  from  the  Bow  River  deposit  is  used, 
\intil  it  is  met  in  the  mountains  by  the  Pacific  Coast  coal  from  Vancouver 
Island.  The  Bow  River  coal  is  estimated  to  ba  within  fifteen  per  cent, 
of  the  value  of  Pittsburgh  coal.  Anthracite  is  being  worked  alongside 
the  main  line  in  the  Rocky  Mountain •*  and  is  used  for  passenger  cars 
and  domestic  i)uri:)oses  as  far  east  as  Winnipeg,  but  export  is  as  yet 
chiefly  to  San  Francis  'o.  Wlien  more  extensively  mined  and  fire  boxes 
are  altered  to  burn  it,  it  may  disidacj  other  coal  in  the  mountain 
section. 

Windmills  have  proved  successful  for  pumping  on  the  prairies.  The 
■water  is  iirevented  from  freezing  by  a  heating  pipe  passing  up  through 
the  center  of  tank. 


^i 


r 


Locomotives. — The  consolidation  engines  Avorking  the  Selkirk  Di- 
vision were  built  at  the  Company's  shops  at  Montreal.  They  are  dis- 
tinguished by  their  short  stroke,  22  inches,  high  boiler  jn-essure,  160 
l)ounds,  and  large  grate  surface  to  maintain  this  pressure.  Their  weight, 
94i  tons,  is  sufficient  to  prevent  slipi)iQg  in  good  weather,  when  hauling 
fall  train  of  seven  coa  -hes,  without  the  use  of  sand,  but  this  is  jirovided 
both  front  and  back  for  bad  weather.  The  t  -active  force  is  155.7  pounds 
pe  •  pound  pressure  on  pistons,  the  wheel  base  short  in  proportion  to 
diameter  of  drivers,  and  being  carefully  counterbalanced,  they  run  with 
speed,  ease  and  steadiness  around  sharp  curves.  Their  brake  power  is 
the  Westinghouse  on  two  forward  pairs  of  drivers,  and  the  American 


78 


ADDHESS   OF    I'RESIDENT  THOMAS   C.    KEEPER. 


Stenm  Brake  on  the  two  hind  i)iiirH.  Tlie  Water  Brake  in  also  applied 
to  all  en^'inca  rminiiif?  in  the  mountnius.  The  automatic  brake  in  usi-d 
in  ascending,  and  straight  air  in  desrendiug,  with  liand  brakes  manned. 
The  Bloi'k  syatom,  with  telephone  addition,  is  exteusivoly  used  in  the 
mountains. 

The  principal  dimensions  are : 

Diameter  of  cylinder  and  length  of  stroke,  19  x  22  inches. 
Distance  apart  of  centi^rs,  0  ffet  11  inches. 
Length  of  connecting  rod,  9  feet  2  inches. 
Driving  Avheels,  diameter,  4  feet  3  inches. 
Driving  wlieel  tiros,  Avidth  and  thickness: 

First  and  fourth,  Si  x3  inches,  flanged. 

Second  and  third,  6x3  inches,  blind. 
Fixed  wheel  base,  14  feet  3  inches. 
Total  wheel  base  of  engine,  21  fcot  3  inches. 
Center  of  cylinder  to  center  of  driving  axle,  13  feet. 

Weight  on  track  in  working  order 13  100  pounds. 

Weight  on  drivers  in  working  order 90  900         " 

Total  weight  of  engine 104  000  " 

Weight  of  tender,  empty 35  000  " 

Capacity  of      "       coal 20  000  " 

water 30  000  " 

Total  engine  and  tender,  in  working  order,  189  000        " 


Snow  Ploughs. — In  winter  these  consolidation  engines  are  furnished 
with  a  largo  heavy  pilot  plough,  shown  in  drawing,  Plate  IX.  This  plough 
has  rendered  excellent  service  and  has  repeatedly  opened  the  way  through 
packed  and  saturated  snow,  -where  the  large  wing  plough  had  failed,  en- 
abling the  latter  to  follow  with  wings  wide  open,  nose  down  and  danger 
working,  securing  a  good  rail.  These  ploughs  are  of  ^g  iron,  double 
plated  at  nose,  steel  angles,  and  6-inch  by  1-inch  iron  strap  stays. 
The  height  of  nose  is  5  feet  and  of  wings  at  ends  7i  feet,  clearing  a 
width  of  9  feet  at  bottom  and  10  feet  at  top. 

The  regular  snow  train  has  a  strongly  built  plough,  wings  16  feet 
across,  and  nose  11  feet  above  rail,  the  lower  or  horizontal  portion  of 
which  is  raised  or  lowered  from  inside,  and  Avhen  pressed  down  by 
weight  of  snow,  is  carried  by  rollers  running  on  top  of  rails.  The  tlanger 
is  adjusted  to  turn  over  on  meeting  any  obstruction  harder  than  ice  or 
packed  snow.  For  this  train  Y's  are  put  in,  through  which  the  whole 
train  can  bo  turned  and  see-saw  back  and  forth,  giving  no  rest  to  the 
wicked  drifts  or  slides.  "  Principiis  obsta  .'"  is,  during  snow  storms,  the 
motto  on  the  crest  of  the  Selkirks. 


fH« 


TIIK   CANADIAN    lAUIFIC    RAILWAY. 


79 


For  tho  otlicicnt  working  of  tlio  snow  plough  train,  it  hiiH  bcon  found 
ii(>C(3ssary  in  many  places,  and  whor<>  possible,  to  romovo  tho  lino  out 
from  the  hillHide,  to  leavo  room  for  the  accumulation  of  snow  on  tho 
slopes,  and  a<-hance  for  tht?  inside  win^  of  the  i>lou<<h.  This  considora- 
tion  is  apt  to  1)l>  overlooked  during  a  summer  location  in  a  mountainous, 
snow  atVected  region,  (^specially  when  working  against  time,  or  upon  too 
oconomical  lines.  The  teai-hings  of  oxperienc(>  in  the  Selkirks  have 
been  many  and  valuable,  and  none  more  so  than  this,  the  <jue8tio!i  of 
sea  room  for  tho  plough,  and  of  store  room  for  the  snow. 

The  freight  engines  ar(>  heavier  and  more  powerful  than  tho  pasaen- 
gor  ones;  cylinders  20  x  26;  4  pairs  of  IS-inch  drivers;  wheel  base,  21 
feet  11  inches;  driving  wheel  base  14  feet;  Aveight,  110  000  pounds; 
weight  on  drivers,  102  000  jiounds.  These  engines  haul  12  loaded  cars 
up  tho  Selkirk  slope,  which  has  grades  of  110  feet  per  mile.  In  descend- 
ing long  heavy  grades  with  these  trains,  freqn»;nt  stoppages  are  made 
to  cool  otf,  and  prevent  breakages  in  the  cast-iron  plate  wheels.  This 
precaution  is  not  necessary  with  passenger  trains,  in  which  no  cast-irou 
wheels  are  iised. 

On  the  Selkirk  division  steel  rails  of  72  pounds  weight  per  yard  are 
used,  with  3  500  ties  per  mile. 


I 


>■  i 


Provision  Magazines. — The  Company  have  omitted  no  precautions 
to  secure  the  safety  and  comfort  of  ])assengers.  For  hundreds  of  miles 
no  supplies  can  be  i)rocured  except  by  train,  and  in  vi(»w  of  detentions, 
each  through  train  from  Montreal,  in  addition  to  the  dining-car  sup- 
idies,  cai*ries,  in  the  baggage  car,  an  emergency  box  of  provisions,  to  be 
used  exclusively  for  passengers,  and  only  in  case  of  necessity.  Besides 
this,  at  nine  ])oints  on  the  Selkirks  and  Eagle  Pass,  where  detention  by 
snow  slides  is  possible,  provision  magazines  are  established  in  safe  posi- 
tions, at  intervals  of  about  ten  or  twelve  miles;  so  that  no  train  may  be 
caught  more  than  six  miles  from  food.  These  provisions  are  emjitied  in 
the  spring,  and  replenished  with  fresh  supplies  in  the  autumn.  Coal  and 
oil  8ui)i)lies  for  the  passenger  cars  are  also  similarly  "cached,"  and 
emergency  fuel  for  the  locomotives,  bridge  and  track  material  are  held 
loaded  on  cars,  to  shorten  detention  of  trains. 

Extremes  meet  —  the  voyageurs  of  the  Hudson  Bay  Company, 
Arctic  explorers,  and  the  hunters  and  trappers  in  the  mountains,  cached 
their  surplus  stores  against  the  ravages  of  tire,  of  the  loup  cervier,  the 
wolverine  or  the  polar  bear;  and  now  the  most  recent  sjiecimen  of  the 
highest  type  of  transportation  confirms,  by  its  emergency  magazines, 
the  wisdom  of  the  pioneers  in  the  old  time  before  the  railway  era. 


ip 


Hli 


80 


ADDRESS   OF   ]-KESlDENT  THOMAS   C.    KP]EFEU. 


PROSPECTIVE  TRAFFIC. 


The  C"nadian  Pacific  Railway  has  been  opened  for  tralHc  throngli 
2  500  miles  of  territory  almost  uninhabited,  and  so  rapidly  that  settk - 
ment  could  not  keep  pace  with  it.  The  1  900  milea  and  over  of  main  lino 
coustnicted  by  the  Company  has  been  built  in  half  the  time  allowed  by 
the  contract,  and  within  these  five  years  a  subsidiary  system,  about 
2  300  miles  in  length,  lias  been  built  or  ac([uired,  by  which  the  main 
transcontinental  line  has  already  been  made  more  than  self-aus'ainiu!; 
The  capital  account  is  not  yet  closed;  another  five  years  will  be  required 
to  convert  temporary  into  permanent  work,  and  new  demands  will  arise 
from  extension  of  traffic,  both  on  the  prairies  and  in  the  mountains. 
Under  these  circumstances,  no  adecpiate  conception  of  its  importance 
can  be  formed  without  some  consideration  of  the  character  of  the  coun- 
try it  traverses,  and  upon  which  its  future  depends. 

The  Eastern  Section. — The  starting  point  of  the  national  road,  as  a 
Government  work,  was  a  point  near  Lake  Nipissing,  called  Callander, 
about  einally  distant  from  Ottawa  and  Toronto,  and  about  two  hundred 
miles  due  north  from  the  latter.  This  point  had  no  connections,  and  no 
special  merit  biit  that  of  being  equally  inconvenient  to  the  rival  Prov- 
inces of  Ontario  and  Quebec,  both  of  which  were  placed  on  ecpial  terms 
in  re.).ching  it  'ith  their  provincial  lines.  One  hundred  miles  west  of 
Callander  is  Sudbury,  the  juncticm  of  the  important  line  from  St.  Paul 
and  ^Minneapolis,  ria  Sault  Ste.  Murie,  l)y  which  those  cities  find  their 
shortest  all-rail  route  to  Atlantic  tide- water.  Sault  Ste.  Marie  is  rather 
nearer  to  Montreal  than  Detroit  is,  with  the  advantage  that,  like  the 
Niagara  and  St.  Lawrence  rivers,  its  broken  navigation  makes  it  a  bridge 
route. 

It  is  not  necessary  to  refer  to  the  country  east  of  Sudbury,  which  is 
a  lumbering,  agricultural  and  mining  region,  quite  cap  ible  of  sustainiuu 
a  railway,  even  without  the  traffic  of  the  Sault  route.  From  Sudbury 
westward,  the  line  cuts  througli  continuous  forest  f«r  360  miles,  until 
it  .strikes  the  shores  of  Lake  Superior,  which  it  skirts  for  200  miles,  and 
then  leaves  in  a  very  direct  line  tlirough  a  forest  and  lakf  region  for  the 
outlet  of  the  Lake  of  the  Woods,  nearlv  thre--  hundred  miles  farther 
west.  The  850  miles  from  Sudbury  to  Lake  of  the  Woods  is  througli  a 
country  of  similar  character — a  mountain  and  lake  region — with  very 
limited  arable  areas,  but  very  promising  mineral  ones,  and  with  an  im- 
mense supply  of  til  ber  invaluable  to  the  railway,  but  much  of  which  is. 
at  present,  commercially  beyond  the  reach  of  market.  Innumerable 
lakes,  some  more  than  20  miles  in  length,  are  tapped  by  the  railway, 
Avliich,  with  their  thousands  of  mih's  of  coast  line,  will  yield  valuable 
supplies  of  timber,  as  soon  as  the  nearer  ones  are  exhausted,  or  the  price 
makes  (exportation  profitable.  The  200  miles  shore  line  on  Lake  Superior, 


if 


THE   CANADIAN    PACIFIC    RAILWAY, 


81 


with  excelleat  harbors  at  the  extreme  points,  afford  landin^j  i)laces  for 
water-borne  coal  from  Ohio  and  Pennsylvania,  for  carriage  east  and  west, 
as  well  as  reach  the  valuable  fisheries  of  the  coast. 

Near  Sudbury  and  Port  Arthur,  gold,  silver,  copper  and  iron  have 
been  discovered,  and,  with  *""  '  exception  oi  the  iron,  are  being  worked. 
Upon  the  extension  of  tlu  discoveries,  in  what  is  all  known  to  be  a 
mineral  region,  between  Sialbury  and  the  Lake  of  the  Woods,  as  well 
as  upon  the  lumber  trade,  the  building  up  of  u  local  traffic  will  chiefly 
depend. 

The  Lake  of  the  Woods  has  an  area  of  700  square  miles  at  an  eleva- 
tion of  1 062  feet  above  tide  water.  Its  drainage  area  is  about  twenty- 
five  thousand  square  miles — 7  000  miles  of  which  are  in  Northern 
Minnesota — which  its  water-shed  penetrates  to  the  head  waters  of  the 
Mississippi  at  Lake  Winnipegoshish.  In  Canada  its  water-shed  begins 
within  30  miles  of  Lake  Superior.  It  discharges  into  Winnipeg  Kiver 
with  a  fall  of  21  i  feet,  at  the  foot  of  which  the  river  turns  abruptly 
westward  and  runs  for  three  miles  parallel  with  the  lake  shore,  and 
sei)arated  from  it  by  a  narrow  natural  dam  of  rock,  through  which,  at 
half  a  dozen  i)oints,  the  lake  waters  can  be  conducted  by  a  f.ume  of  100 
yards  iu  length.  The  estimated  water  power  at  this  dam  is  G5  000  H.  P., 
and  between  it  and  Lake  Winnipeg  the  river  has  a  fall  of  about  three  hun- 
dred feet.  Tl\e  railway  line  follows  this  dam,  and  saw-mills  with  cutting 
citpacity  of  60  000  000  feet  B.  M.  per  annum,  working  twelve  hours  daily, 
are  in  operation,  for  the  supply  of  the  prairie  region  as  far  west  as 
Eegina,  nearly  five  hund  ed  miles,  where  it  meets  the  timber  and  lumber 
from  British  Columbia.  It  is  estimated  that  the  timber  supply  from 
this  iioint  is  good  for  thirty  years,  at  double  the  present  rate  of  con- 
8umi)tion. 

A  flour  mill,  of  1  200  barrels  daily  capacity,  has  recently  been  erected 
at  Keewatin.  There  was  a  surplus  wheat  cro})  in  Manitoba  last  year, 
exceeding  ten  millions  of  bushels,  grown  within  an  average  haul  of  250 
miles  of  Keewatin.  Thus  there  ia  already  a  possible  wheat  growth  suffi- 
cient for  half*  a  dozen  such  mills.  There  are  already  forty-four 
elevators  at  way  stations,  with  capacity  of  over  two  million  bushels,  and 
a  still  larger  storage  capacity  for  these  on  Lake  Superior.  The  wheat 
elevators  already  extend  more  than  300  miles  west  of  Winnipeg. 


J       I 


11 

•I 


V 


The  Plain  and  Pkairir  Seotion. — The  Rocky  Mountains,  which, 
from  Santa  Fe,  in  New  Mexico,  to  Cheyenne,  in  Wyoming,  run  due 
north  through  Colorado  on  their  most  eastern  projection,  turn  at 
Cheyenne  (longitude  105  degrees  west  from  Oreenv/ich,  or  28  degrees 
west  from  Washington),  running  northwest  to  the  Intornationul  Bound- 
ary, and  at  Calgary  (the  Canadian  Denver)  strike  t\w.  115th  meridian 
(38  degrees  west  from  Washington),  carrying  the  plain  and  prairie 
regions  10  degrees  farther  west  than  they  are  in  Colorado.     The  width 


I  . 


P 


ADDRESS   OF   PllESIDENT  TUOMAS   C.   KEEFEK. 


'?*! 


of  the  Canadian  fertile  belt  west  of  the  tied  Eiver,  is  about  the  aamo 
as  that  of  the  prairie  regions  between  Indiana  and  Colorado. 

The  prairie  section,  according  to  the  Canadian  Geological  Survey 
reports,  may  be  said  to  extend  from  the  Red  Hiver  on  the  97th  meridian 
west  from  Greenwich,  to  Calgary  near  the  Eocky  Mountains  on  the  114tli 
meridian,  a  distance  of  800  miles,  and  from  tlie  49th  to  the  Sith  degrees 
of  north  latitude.  There  are  three  distinct  plateaux  or  "  steppes,"  sloj)- 
ing  from  the  Rocky  Mountains  northeasterly  towards  Lake  Winnii)eg 
and  the  Red  River,  having  Avell-dertned  escarpments  running  north- 
westerly parallel  with  the  range.  The  general  slope  from  the  foot  lulls 
of  the  liockies  averages  about  five  feet  per  mile.  The  loAvest  of  these 
plateaux  averages  about  eight  hundred  feet  above  the  sea,  and  embrace  s 
an  extensive  lake  system  nearly  fourteen  thousand  miles  in  extent,  the 
largest  (Lake  Winnii)eg)  covering  8  500  square  miles.  The  total  area, 
including  the  lakes,  is  55  000  square  miles.  Tliis  intei-ior  basin,  the 
lowest  of  the  continent,  generally  known  as  the  Red  Eiver  Valley,  has 
the  finest  wheat  land  perhaps  in  the  world.  It  is  only  52  miles  wide  at 
the  International  Boundary,  and  rises  thence  southward  for  about  two 
hundred  miles,  attaining  an  elevation  nearly  one  thoiisaud  feet  above 
sea  level. 

The  second  steppe  is  about  tAvo  hundred  and  fifty  miles  wide  at  the 
49th  parallel,  and  200  miles  at  the  54th,  having  an  area  of  over  lOOOOl) 
S(iuare  miles,  71 000  square  miles  of  which  form  the  eastern  portion  of 
the  Great  Plains.     Its  average  elevation  is  1  600  feet  above  sea  level. 

The  third  steppe  has  an  average  elevation  of  3  000  feet,  being  4000 
feet  at  the  foot  hills  and  2  000  feet  at  its  eastern  edge.  Its  area  is 
134  000  8(iuare  miles,  of  which  115  000  are  almost  entirely  devoid  of 
forest.     Its  breadth  on  the  49th  })arallel  is  465  miles. 

The  total  area  soutli  of  the  54tli  parallel  is  280  000  square  miles 
about  one  hundred  and  eighty  millions  of  acres   -of  which,  after  allowing 
for  swamps  and  lakes,  moiintains  and  barrens,  by  far  the  greater  2>or. 
tion  is  arable. 

The  agricultural  <apabilitie8  of  the  Canadian  northwest  are  not. 
however,  limited  by  the  54th  parallel.  That  latitude  is  the  northern 
boundary  of  the  great  plain  and  i)rairie  region,  which  extends  from 
Mexico  through  the  United  States  to  the  Great  Saskatchewan.  Narrow- 
ing northward  of  the  Winnipeg  Lake  basin,  by  the  encroachment  of  the 
Laurentian  formation  on  its  eastern  border,  it  extends  as  broken  prairie 
and  wood  land  to  the  shores  of  the  Arctic  Ocean,  where  its  breadth  is  re- 
duced to  between  three  hundred  and  four  hundred  miles.  Beyond  the 
North  Saskatchewan  River,  it  loses  its  essentially  prairie  character,  and 
from  increasing  moisture  of  climate  becomes  generally  tliickly  oover(>d 
with  coniferous  forest.  From  the  best  estimates  which  can  be  made  in 
this  imperfectly  explored  country,  it  is  believed  that  it  contains  at  least 
120  000  000  of  acres  of  arable  and  pasture  land  north  of  the  54th  parallel. 


THE   CANADIAN   PACIFIC   RAILWAY. 


83 


Thus  there  is  in  the  Canadian  northwest  about  three  hundred  mil- 
lions of  acres  of  arable  and  pasture  land,  of  which  one-third  or  more 
may  be  capable  of  producing  wheat  of  the  finest  quality  known. 

In  a  recent  report  of  the  Senate  of  Canada,  it  is  stated  that  this  north- 
ern forest-covered  region  embraces  also  the  greatest  fur  producing 
country  in  the  world,  supplying  three-fourths  of  all  the  valuable  furs 
sold  in  Leipsic  and  London,  to  the  annual  value  of  millions  of  dollars. 

The  climate  of  the  eastern  slope  of  the  Rockies,  for  a  belt  of  over 
one  hundred  and  fifty  miles  in  width  is,  as  compared  with  the  jilains  on 
the  same  latitude  eastward,  exceptionally  mild  in  winter.  A  southwest 
wind  called  the  "Chinook,"  blowing  at  right  angles  to  and  over  the 
Rockies,  biings  a  thaw,  removing  snow  and  enabling  cattle  to  feed  out 
all  the  year  round.  At  Canmore,  in  the  Eockies,  i  200  feet  above  tide, 
<attle  range  out  all  winter.  The  remarkable  warmth  of  a  wind  flowing 
for  hundreds  of  miles  over  snow-covored  mountains,  could  not  be  ac- 
counted for  by  the  proximity  of  the  warm  waters  of  the  Pacific,  and  is 
explained  by  the  alternate  expansion  and  condensation  of  air  flowing 
from  the  ocean  level  over  the  mountains,  and  descending  thence  to  the 
plains  below.  As  the  moisture  is  evaporated,  or  the  air  expanded,  in 
rising  over  the  mountains,  latent  heat  is  absorbed  which  is  given  out 
again  by  the  condensation  of  the  moisture  or  the  compression  of  the  air 
in  descending  to  the  plains  below. 

Another  climatic  feature  peculiar  to  all  high  latitudes,  which,  accord- 
ing to  Dr.  Dawson,  of  the  Canadian  Geological  Survey,  is  believed  to 
iK'count  for  the  riiiening  of  grain  and  vegetables  in  the  Peace  River 
region  and  north  of  the  60th  parallel,  is  the  greater  length  of  the  day 
and  the  greater  amount  of  sunshine,  the  sun  rising  on  June  21st  at 
three  hours  and  twelve  minutes  and  setting  at  eight  hours  and  fifty 
minutes. 

The  Bow  River  coal  area  is  estimated  to  contain  830  000  000  of  tons, 
luul  will  b(>  the  chief  source  of  supply  for  the  prairie  region  and  for 
many  hundred  miles  of  the  railway,  and  an  increasing  source  of  traffic 
for  the  latter. 

Natural  gas  h&f,  been  discovered  in  boring  for  water  near  the  foot 
liills,  and  is  us^jd  lor  pumping  at  two  of  the  Company's  stations. 


iti^ 


The  Moxtntain  Region. — Tbe  Rockies,  where  crosse<l  by  the  Caua- 
tliaa  Pacific  Railway,  are  separated  from  the  Selkirks  (one  of  the  Gold 
ranges),  by  the  Columbia  Hiver  flowing  north;  and  the  Selkirks  from  the 
Gold  Mountains,  by  the  same  river  flowing  south.  Between  the  gold 
iind  coast  ranges  lies  an  undulating,  bunch  grass  region  known  as  "  the 
tlrv  zone,"  one  of  the  finest  grazing  districts  in  Canada,  but  where  crops 
re(iuire  irrigation.  This  interior  j'lateau  has  an  average  width  of  100 
miles,  and  an  .iverage  elevation  of  3  500  feet.  There  is  an  excessive  rain 
fall  on  the  coast,  averaging  about  six  feet  per  annum,  falling  chiefly  be- 


84 


ADDRESS   OF   FRFSIDENT  THOMAS   C.   KEEPER. 


tween  Octobor  and  April,  and  a  very  great  precipitation,  particularly  of 
siiow,  upon  the  Selkirks,  The  rain  clouds  from  the  Pacific  being  elevated 
by  the  coast  range  (witli  its  higher  peaks  of  6  000  to  7  000  feet  average, 
and  some  exceeding  9  000  feet),  pass  over  the  interior  plateau,  and  pre- 
cipitate their  stores  of  rain  or  snow  upon  the  Gold  Mountains,  and 
chiefly  upon  the  highest  of  these,  the  Selkirks,  The  Rockies,  therefore, 
although  the  loftiest  of  all  the  ranges,  are  the  driest,  and  no  snow-sheds 
are  required  in  them. 

The  agricultural  resources  of  British  Columbia  are  limited  chiefly  to 
this  interior  plateau  and  to  the  delta  of  the  Fraser  River.  Lumber, 
fish  and  minerals,  in  each  of  which  her  resources  are  unsurpassed,  are 
the  great  features  of  the  Pacific  Province,  and  these  industries  will  fur- 
nish a  local  market  for  her  agricultural  products,  her  exports  of  which 
will,  until  irrigation  is  extended,  be  confined  to  horses  and  cattle. 
Through  the  Rockies,  Selkirks  and  Gold  Range,  the  railway  has  pene- 
trated a  hitherto  inaccessible  region  and  oi)ened  up  a  virgin  forest,  in 
which  Pouglas  fir  (Oregon  pine)  and  cedar  abound,  with  spruce  and 
various  pines.  The  first  two  are  timbers  of  such  value  that  they  will 
bear  rail  transport  to  the  northern  Atlantic  coast,  where  we  have 
nothing  to  compare  with  them.  Lumber  is  now  exported  from  British 
Columbia  to  Japan,  China,  Australia  and  South  America.  Since  the 
commencement  of  the  railway,  daw-mills  have  been  established  at  eight 
different  inland  points  in  the  mountains. 

Coal  and  iron  aboxind  at  tide  water,  as  well  as  in  the  Rockies— the 
former  the  lest  in  quality  vet  found  on  the  Pacific  coast,  half  a  million 
of  tons  of  which  are  now  exported  annually.  Fifty  millions  of  dollars  in 
gold  have  been  Avashed  out  in  the  Province  in  the  last  thirty  years,  and 
quartz  mining  is  now  becoming  a  result  of  the  railway.  Silver  is  mined 
of  sufficient  richness  to  bear  transport  to  a  f^melter  at  Omaha,  a  car- 
riage of  1  750  miles.  Smelting  works  and  sampling  mills  are  now  being 
erected  with  the  assistance  of  the  Provincial  Government. 

Over  3  600  tons  of  canned  salmon  are  exjjorted,  nearly  all  to  Great 
Britain.  The  railway  has  opened  an  eastern  market  for  this  fish  in  its 
fresh  state. 

The  railway  has  created  a  terminal  city,  which  will  soon  surpass  the 
older  ones  of  Victoria  and  New  Westminster,  and  has  given  an  impetus 
to  the  coasting  trade  which  reacts  on  itself ;  so  that,  with  the  wonderful 
natural  resources  of  this  Province,  the  commercial  success  of  the  road 
in  its  freight  traffic  is  already  assured  in  the  mountain  region,  where  so 
little  was  expected  at  the  first,  that  security  was  retpiired  by  the  Gov- 
ernment for  ten  years'  continuous  operation  of  the  road. 

The  Asiatic  commerce  is  yet  in  its  infancy,  under  temporary  ar- 
rangements with  chartered  steamers.  When  the  subsidized  steamers  now 
under  construction  for  this  trade  are  put  on  the  route,  both  freight  and 
passenger  traffic  may  be  expected  to  assume  important  proportions. 


THE   CANADIAJf   PAriFIC    RAILWAY. 


85 


Lumber  and  tlour  are  principal  articles  of  export;  teas,  silks  and  curios, 
of  import.  Both  New  England  and  Canadian  cotton  manufactures  have 
been  exported  to  China  hy  this  route. 

For  local  passenger  traffic,  which  from  the  sparseness  of  popula- 
tion has,  like  the  freight  business  to  be  created,  there  is  chiefly  that  of 
prospectors  for  minerals  and  timber,  ranchmen,  miners  and  lumbermen, 
aud  settlers  in  the  new  towns,  which  can  be  regarded  as  tributary  to 
the  road.  Through  traffic  with  all  the  Pacific  coast  is  competed  for, 
and  tourisi  travel  is  specially  cultiva'ed.  For  this,  the  route  through 
tlie  mountain  region  offers  exceptional  attractions,  and  no  expense  has 
been  spared  to  make  the  most  of  this  class  of  traffic.  The  hotels  at  the 
National  Park  in  the  Rookies,  and  at  the  terminus,  Vancouver,  are,  like 
all  the  Company's  ecjuipment,  modern  and  complete.  The  scenery  is- 
Alpine,  the  route  the  only  glacier  one  in  America,  and  comfortable  hos- 
telrios  have  been  established  in  the  mountains  for  stop-over  tourists  or 
sportsmen  wishing  to  hunt  the  Eocky  Mountain  goat,  now  about  lim- 
ited to  these  latitudes,  the  big  horn,  the  grizzly  and  the  mountaia 
lion  ;  or,  farther  north,  the  cariboo  ;  and  in  the  foot  hills,  deer,  elk  and 
antelope ;  or  to  cast  a  fiy  in  the  trout  streams  and  lakes  of  the  moun- 
tain regions. 


m 


86 


ADDRESS   OF    I'RESIDEKT  THOMAS   C.    KEEPER. 


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ADDUE88   OF    PRESIDBNT  THOMAS   C.    KKKFEK. 


i 


The  illustrations  with  this  paper  are: 

A  general  map  of  the  line  of  the  Canadian  Pacific  liailway.    Plate  I. 

A  map  of  that  j^art  of  the  line  between  Beaver  Station  and  Craigel- 
lachie,  showing  location  of  snow  sheds.     Plate  V. 

A  topographical  map  of  the  line  in  the  vicinity  of  the  summit  of  the 
Selkirk  range.     Plate  VI. 

A  profile  of  that  part  of  the  main  line  between  Calgary  and  Sicamous, 
showing  all  heavy  grades  between  the  Atlantic  and  Pacific,  and  also  the 
location  of  the  snow  sheds.     Plate  YII. 
,       Plan  of  ft  standard  divisional  yard.     Plate  YIII. 

Plate  showing  the  various  types  of  snow  sheds,  glance  fence  and 
split  fence— also  consolidation  engine,  tender  and  snow  plough.  Plate 
IX. 

Three  photographs  of  snow  sheds,  showing  also  overflow  of  an  ava- 
lanche at  slied  portal,  and  a  deep  snow  cut  at  summit  of  Selkirks. 
Plates  II,  III,  IV. 

Cut  sliowing  method  of  blasting  snow  slide. 

Cut  showing  excavation  of  snow  slide  filled  with  trees. 

Cut  shoAving  method  of  treating  '•  (lumbo  "  Cuts. 


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.   34  -   -KH     ,      . 

17  ,  3099   .    . 

.  SS  ..  ISO    „ 

I»    .    2W  .    , 

-J6    .    S55     ..      . 

3V>-ir.  zoofiltnf 

■  38-    BIS  .  . 

■  39  .  141  .  . 
.  40-  S4I  ..  . 
.  41 .  832  .  . 
.  4S  .  itrs  ..  .. 
..  43-  IIS  .  .. 
..    44  .160  . 

.     45  ,    97  .,  , 

48.    97  ,  .. 

.    47  ,.    81  ..  . 

-    4S  .477  .  . 

49  .    49  .  .. 

■  •    SO   .297  .  . 

sn  .  ,o$  .  . 

.    N  .  vrr  .  . 

.    S3  .  m  .  ,. 


3olal  l«^K^>^,   of  ^ijow  ^S>j«l8  —  317T64/««l 


'i^^'^^^:^*''fW'''n^'^ 


^*''***^--^-ll;S^'-^ 


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l-ength     of    SnoKi  Sheds 


PLATE    V 
TRANS.  AM   SOC.CIV  ENC.N? 

VOL    XIX    N-^"  SB''- 
KEEPER   ON  CANADIAN 
PACIFIC    RAILWAY 


Lenqlf,    of    .Sno>^  Sheds -^OtOif^'^      - 


i  ; 


mtmmm 


m 


I 


I 


1 

' 

i 

'  .V 

.-.  i 

% 

PLATE  VI 
TRANS.AM.SOC.CIV.  ENGINS. 

VOL. XIX   N9  394. 
KEEPER  ON  CANADIAN 
PACIFIC    RAILWAY. 


SHEyV/A/C    T^£ 


c>vr//vDi/vr^  p>\cific   f^y^- 

iAf  TH£  y/c/^/rr  or  su/f/ffT  or- 

S  EL  KIRK  RANGE. 


^m 


MfPm  PAGIFIE  l^flii^^y^^ 


•  FROM' 


Shewing  all  Heavy  Grades  between  the  Atlantic  and  the  Pacific, 


mn  ' 


ij@iiii'  m  Bnm^'  BMb%, 


5500 


5000 


4Soo 


SaesL. 


iiso. 


3So9 


IP  1 


lit 


STATION 


BEFERENCE 

A,/\,J^ain  Truck BB.B.  Truir?^  Tracks, CX 

E  .  E .  E .  Ca^r  Re.pair  Trucke. F.  F.  F.  Tracks  for  Pi/et 

JRrner^erwj  H^uipment. G.  V-or^  J^r  Piles,  Bridge  Ti 


Q. 
O 
X 
in 


i 

u 


CANADIAN    PACIFIC  HA^l.WAY 


PLATE   VIII 
TRANS.AM   50C.CIV  LNGNS 

VOL. XIX    NO  394 
KEEPER    ON  CANADIAN 
PACIFIC    RAILWAY. 


BEFERENCES. 


rracks, C.C  C.  ILiUfirte  House  Trcujks.^ — D.  Coetl  lrack< 

fu^s  for  PaedrlHrM  Cars,  .Derrick  Cars^SnonrPloyrs  and  oiher 
les.  Bridffe  Timber  aj%d^  Eme7\gency  MiUerials 


!-■ 


l^ 

1 

; 

V 

f-            ; 

1 

3 

'./ 


mmmeagiKitammmssa 


NoJ 


TYPICAL   SHED 


No.7 


No.  a 


No.  2 


5»aHJ=nrnatiiBar:r::::rj=r 


^jh»= 


I f 


■  I      ..x. 


3^ 


I 


X. 


I_ 


in 


^.j««^^ 


VALLEY  sneo 


A/o.a 


No.  9 


N 


/Vo.  3 


TVRICAL  SHED , 


No.  JO 


LEVEL  FALL  SHED, 


CLA. 


No.4 


No.. 


MEM 


TO£'CRIB  AND  CALLEJRY  SHEOS.%^ 


O      1 

?  L 


CLANCE 


3 


No.  5 


SCOOP  SHED 


p —  ■  -  -  - 

v 

N'-* 


I  I 


\'!i^ 
'>/\ 


,j..k/ i\. 


""iB^^- 


^. 


•'  •» 


o  o  e.  t<  I  f>f  t;  . 


TRACK 


SPLIT  FENCE 


W 

u> 

•■V 


a   I    ( 


11  -i;-^ 


-  1 


out  LINK  i 


c 

SNO\ 


sc> 


No.6 


PLATE  IX 
TRANS  AM.  SOC. CIV.  £NOr«*: 

VOL. XIX    N9  394-. 
KEEPER   ON  CANADIAN 
PACIFIC    RAILWAY. 


GALLERY  SHED, 


■■>v. 


a  t  ( 


-   i 


Q 


.:^U 


)■: 


^    niT:.ii:Q 


i:...^. -:^^:- 


OUtLINK  Of  CONSOLlDAriON  £.NCrr>f£ 


C  •  r  •  R  Y. 


NOW    SHEDS 


SCALE  20  Ft  =1  INCH. 


